Final Adopted Focus Area Plan
March 2022
Prepared by:
PATRICK HENRY DRIVE
SPECIFIC PLAN
with Hexagon Transportation
Consultants, BKF Engineers and
Economic and Planning Systems
City Council
Lisa M. Gillmor, Mayor
Kathy Watanabe, District 1
Raj Chahal, Vice Mayor / District 2
Karen Hardy, District 3
Kevin Park, District 4
Sudhanshu “Suds” Jain, District 5
Anthony J. Becker, District 6
Planning Commission
Lance Saleme, Chair
Nancy A. Biagini, Vice Chair
Priya Cherukuru, Secretary
Yuki Ikezi
Ricci Herro
Qian Huang
Acknowledgements
Technical Advisory Committee
Allie Jackman, Public Works
Arielle Romero, Silicon Valley Power
Carol Shariat, Traffic Division
Frederick Chun, Fire Department
George Schroeder, City of Sunnyvale Planning
Gina Saporito, Parks and Recreation
Jake Tomlin, Fire Department
Jim Teixeira, Parks and Recreation
Jing Deng, Public Works
Jonathan Yee, Traffic Division
Melissa Cerezo, Valley Transportation Authority (VTA)
Mike Liw, Public Works
Paul Sims, Library
Sachin Bajracharya, Silicon Valley Power
Shilpa Mehta, Water and Sewer
Tyson Shearer, Police Department
City of Santa Clara Planning Staff
Andrew Crabtree, Director of Community Development
Reena Brilliot, Planning Manager
John Davidson, Principal Planner
Rebecca Bustos, Project Manager
PATRICK HENRY DRIVE SPECIFIC PLAN ACKNOWLEDGEMENTS Consultant Team
MIG, Inc.
Chris Beynon, Principal in Charge
Ellie Fiore, Project Manager
Rishi Dhody, Urban Designer
Fernanda Suarez, Project Associate
Hexagon Transportation Consultants
Michelle Hunt, Principal
Ling Jin, Associate
BKF Engineers
Isaac Kontorovsky, PE, Principal
Casey Johnson, Engineering Manager
Habid Coronado, PE, Project Engineer
EPS
Jason Moody, Principal
1 Introduction 01
1.1 Setting and Location 02
1.2 Plan Purpose 04
1.3 Project Description 06
1.4 Document Overview 07
2 Existing Condi tions 08
2.1 Regional and Local Setting 10
2.2 Demographics and Economics 14
2.3 Land Use and Community Form 16
2.4 Land Use and Zoning 22
2.5 Regulatory Context 24
2.6 Circulation 28
2.7 Infrastructure 34
3 Comm unity Process & Vision Framework 36
3.1 Community Engagement Strategy and Process 38
3.2 Vision and Planning Principles 40
4 Developmen t Framework 46
4.1 Development Capacity 48
4.2 Urban Design 48
4.3 Land Use 52
4.4 Affordable Housing 64
4.5 Parks, Recreation and Open Space 66
4.6 Mobility, Circulation, and Parking 70
4.7 Sustainability 80
5 Design Guidelines 82
5.1 Travel Ways 84
5.2 Pedestrian Amenities 93
5.3 Street Design 107
5.4 Parks and Open Spaces 129
5.5 Site Layout and Design 139
5.6 Building Design 147
Table of Contents
PATRICK HENRY DRIVE SPECIFIC PLAN TABLE OF CONTENTS 6 I nfrastructure Plan 161
6.1 Wet Utilities 162
6.2 Dry Utilities 170
7 I mplementation Plan 173
7.1 Regulatory Implementation 174
7.2 Funding for Infrastructure and Services 175
7.3 Transportation Demand Management 181
PATRICK HENRY DRIVE
SPECIFIC PLAN
1 Introduction
1 Introduction
PATRICK HENRY DRIVE SPECIFIC PLAN INTRODUCTION
1 The Patrick Henry Drive (PHD) Specific Plan Area is poised to become Santa Clara’s next high-density, mixed-use residential neighborhood. Currently a low-density, underutilized industrial district, the area is ideally suited to offer residents an urban lifestyle near transit, freeways, trails, and jobs. The PHD Specific Plan is a strategic, action-oriented document that presents a community-based vision, along with specific policies and actions necessary to spur investment and change. Building on the community’s vision, the PHD Specific Plan identifies ways to enhance form and design, encourage high-quality development, advance the City’s housing goals, strengthen multimodal connections, and transform Northern Santa Clara into a regional urban center over the long term.
1.1 SETTING AND LOCATION
Situated at the southern tip of San Francisco
Bay, about 45 miles south of San Francisco, the
City of Santa Clara is a regional hub and hotbed
for redevelopment and urban transformation
(see Figure 1.2: Context). The Patrick Henry
Drive Specific Plan Area (PHD Specific Plan Area)
is located within Northern Santa Clara in the
employment rich “City North,” the City’s first truly
urban district.
The PHD Specific Plan Area covers
approximately 73.59 acres and is bounded by
Sunnyvale and Calabazas Creek to the west, the
Southern edge of San Francisco Public Utilities
Commission right-of-way to the north, Great
America Parkway to the east, and Mission College
to the south (see Figure 1.1: Plan Area Aerial Map).
There are a range of regional destinations and
amenities in the vicinity, including Levi’s Stadium,
Great America Theme Park, and the Santa Clara
Convention Center. The VTA light rail station at
Old Ironsides and Tasman Drive is just over a half-
mile, or approximately a 10-minute walk, from the
center of the PHD Specific Plan Area.
In 2010, the City adopted its comprehensive
2010-2035 General Plan to guide decision
making and provide a roadmap for future
development. The General Plan identifies nine
Focus Areas throughout the city, including major
corridors and destinations, new centers of
activity, areas around transit stations, and new
high-density residential neighborhoods.
2 These Focus Areas are intended to: foster new
development tailored to the unique character
of each area; offer opportunities to enhance
the City’s quality of life; and support the City’s
economic base. The PHD Specific Plan Area,
previously known as the Great America Parkway
Focus Area, was identified as a prime location for
more intensive development. In order to ensure
the most strategic and comprehensive planning
for this high-potential area, the City requires an
approved Specific Plan prior to redevelopment.
PHD Specific Plan Area Context
PATRICK HENRY DRIVE SPECIFIC PLAN INTRODUCTION
3 FIGURE 1.1: PLAN AREA AERIAL MAP
1.2 PLAN PURPOSE
The PHD Specific Plan is a tool that will be used
by the City of Santa Clara, residents, businesses,
and developers to shape a vibrant urban center
over a 25 to 30-year horizon. Primary functions of
the Plan are to outline a community-based vision
for the future and provide the necessary steps to
guide future public and private investment in the
PHD Specific Plan Area.
In the State of California, a Specific Plan is one of
the many policies and regulatory tools used by
local governments as a complement to a General
Plan, the overarching policy document for the
entire city. Specific Plans implement a city or
county’s general plan through the development of
more detailed policies, programs, and regulations
for a localized area. The PHD Specific Plan’s
primary tools for stimulating, regulating, and
guiding development activity include:
• Allowable uses;
• Development standards;
• Design guidelines;
• A strategic set of policies related to
land use and zoning, circulation and
parking, open space, and utilities and
infrastructure; and
• Implementation actions and
recommendations for financing proposed
public improvements.
4 Because Specific Plans are mechanisms for
executing the goals and policies of a community’s
general plan, state law requires that Specific
Plans must be consistent with a city’s General
Plan. As such, the PHD Specific Plan must be
consistent with all the goals, policies, objectives,
and standards included in the City of Santa Clara
2010-2035 General Plan. The City’s General Plan
will be amended to include the new land use
designations of this PHD Specific Plan.
Low-density Office Building on Patrick Henry Drive
PATRICK HENRY DRIVE SPECIFIC PLAN INTRODUCTION
5 FIGURE 1.2: CONTEXT MAP
1.3 PROJECT DESCRIPTION
The PHD Specific Plan is the result of a
collaborative planning effort between the City,
area property owners, and the Santa Clara
community. Plans for the PHD Specific Plan
Area provide for a 73.59-acre high-density,
residential neighborhood located near regional
destinations, including job-centers, transit, and
other amenities.
At buildout, the project will accommodate up
to 12,000 new residential dwelling units or
785,000 square feet of office space (replacing
the existing 200,000 square feet of office space)
and 10,300 residential units, and 310,000 square
feet of non-residential uses, including 200,000
square feet of other new neighborhood-serving
retail and public facilities, such as libraries
and community spaces. New and improved
pedestrian and bicycle connections, trails, and
parks will link neighborhoods and enhance
connections to nearby amenities and recreation
destinations. Careful planning will ensure
adequate infrastructure and services to support
the proposed new development.
Target residential densities range from a
minimum of 51 dwelling units per acre (du/ac) to a
maximum of 250 du/ac. These densities will help
meet the demand for housing that addresses job
and retail growth in the City and region. Further,
the development provides opportunities to reach
housing goals identified in the City’s share of
the State-required Regional Housing Needs
Allocation (RHNA).
1.3.1 Goals and Objectives
The PHD Specific Plan establishes a blueprint for
how the area will look, feel, and function in the
future. A planning framework with a vision, goals,
policies, and design standards tailored to the
PHD Specific Plan Area will advance overarching
General Plan goals, while also providing for
flexibility and encouraging reinvestment in the
area.
The primary goal of the PHD Specific Plan is to
transform underutilized office and industrial parks
into a vibrant urban neighborhood characterized
by compact, pedestrian-friendly, transit-oriented
development. Key objectives include the
following:
• Ensure an economically vibrant, safe,
healthy, and sustainable neighborhood
that supports a range of users, including
residents, business owners, and visitors.
• Bring clarity and consistency to the
regulation of individual development
proposals within the PHD Specific
Plan Area boundaries. Foster strong
connectivity, access, and circulation for
a mix of travel modes, including walking,
cycling, driving, and transit.
• Plan parkland and open space standards
consistent with City Code 17.35 to support
a high quality of life within an urban
environment.
• Provide community amenities and
public facilities to support a “complete”
neighborhood.
• Adopt infrastructure and funding plans
to ensure infrastructure will adequately
support planned densities and intensities.
• Support the City’s affordable housing goals
by requiring 15 percent of all developed
residential units to be affordable to
households at or below 80 percent of the
Area Median Income (AMI).
• Engage the entire community in a robust,
creative, and ongoing participation
process.
6 PATRICK HENRY DRIVE SPECIFIC PLAN INTRODUCTION
7 1.4 DOCUMENT OVERVIEW
This document is structured to provide a thorough
and detailed account of all facets of the Specific
Plan, ranging from its vision and conceptual
framework to the implementation strategy that
will bring it to fruition. The PHD Specific Plan is
organized into the following seven chapters.
Chapter 2: Existing Conditions
This chapter describes both the
project setting and local policy context,
highlighting regional and local land uses,
circulation networks, demographics, and
the overarching regulatory environment
governing development.
Chapter 5: Design Standards and
Guidelines
This chapter identifies the standards
and guidelines required to enhance the
character and quality of both public and
private streets, open spaces, and buildings.
Chapter 1: Introduction
This chapter introduces the project and
the planning context, defines its primary
goals and objectives, and outlines the
organization of the Specific Plan document.
Chapter 4: Development Framework
This chapter outlines the comprehensive
redevelopment framework planned for the
PHD Specific Plan Area, including land use
changes, urban design concepts, circulation
improvements, parking standards, and parks
and open space.
Chapter 7: Implementation
This chapter describes the regulatory frame
work that will be utilized to implement the
PHD Specific Plan; it outlines processes for
administration and subsequent development
approvals and recommends development
phasing, financing, and implementation
responsibilities.
Chapter 3: Community Process and
Vision Framework
This chapter details the robust community
engagement process and establishes the
overarching vision and planning principles
articulated during outreach efforts.
Chapter 6: Infrastructure
This chapter provides conceptual plans
and programs for the improvement of
infrastructure serving the study area,
including transportation, wet utilities (water,
sewer, and storm drainage), solid waste
disposal, and energy (gas and electric)
services and systems.
8 PATRICK HENRY DRIVE
SPECIFIC PLAN
2 Existing
Conditions
9 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS The Patrick Henry Drive (PHD) Specific Plan Area is situated at the heart of Silicon Valley, adjacent to regional activity nodes and accessible via highways and existing transit networks. Capitalizing on its strategic location and reputation as a hub of employment and entertainment, the City of Santa Clara has identified this area as an ideal location for future higher-density, transit-oriented development, and revitalization that minimizes impacts on established, lower-density neighborhoods south of Highway 101.
This chapter summarizes existing conditions findings related to demographics, land use, urban form, circulation, and infrastructure. The assessment informs PHD Specific Plan policies and actions that will foster economic growth, support high-quality development, and encourage public and private investment in the PHD Specific Plan Area.
In 2010, the City of Santa Clara adopted its
comprehensive 2010 – 2035 General Plan to
provide a vision and constitution for long-term
development. The Plan contains the City’s
policies for land use, transportation, housing,
design, environmental resources, health,
and safety. To ensure future development
is supported by the appropriate level of
infrastructure and services, the Plan is organized
into three planning phases reflecting short-term
(Phase I: 2010 to 2015); medium-term (Phase II:
2015 to 2025); and long-term (Phase III 2025 to
2035) planning horizons. For each phase, the
plan identifies Focus Areas throughout the city,
each representing opportunities for more intense
development and future economic growth. The
purpose of these Focus Areas is to encourage
improvements and new development tailored to
the unique character and quality of these distinct
areas. Additional planning is a prerequisite for
development of these Focus Areas, and all plans
for the Focus Areas must conform with the City’s
overarching General Plan goals and policies.
The General Plan originally designated the
PHD Specific Plan Area as a Future Focus
Area (Phase III); however, due to significant
interest in redevelopment, the timeframe was
accelerated to Phase II. The City anticipates the
transformation of the existing office parks into a
cohesive, high-density, mixed-use community that
fosters economic vitality, enhances the quality of
life for those that live, work, and recreate in the
area, and helps ameliorate the City’s and State of
California’s housing shortage.
10 de Saisset Museum at Santa Clara University
2.1 REGIONAL AND LOCAL
SETTING
Centrally located in Santa Clara County, one
of the most affluent counties in California, the
City of Santa Clara is situated at the geographic
heart of Silicon Valley adjacent to the cities of
Sunnyvale, Campbell, San Jose, and Milpitas.
Important regional centers located in the vicinity
of the PHD Specific Plan Area include Downtown
Sunnyvale (6.5 miles distance), Downtown Santa
Clara (5.5 miles distance), and Downtown San
Jose (8.5 miles distance). The San Jose Norman
Y. Mineta International Airport (SJC) is located
along Santa Clara’s eastern edge and provides air
transportation services that link the region to the
world.
As Silicon Valley became known worldwide for
its commitment to technological innovation,
entrepreneurship, and the meteoric rise of
start-ups, Santa Clara likewise has evolved into
a hub for high-tech research, development, and
manufacturing.
The City is served by five state highways,
including El Camino Real, and three County
expressways, in addition to three light and heavy
rail corridors, VTA bus service, and future BART
and High-Speed Rail service.
As the City’s vibrant residential neighborhoods
and job centers continue to grow and evolve,
future higher-density residential development at
key locations throughout the city, including the
PHD Specific Plan Area, is supported by the City’s
accessible highway infrastructure and transit
networks.
11 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS FIGURE 2.1: REGIONAL SETTING
12 2.1.2 PHD Specific Plan Area L ocation
The PHD Specific Plan Area is situated along the
southeast side of North Santa Clara, surrounded
on all sides by major regional assets. Directly to
the north of the PHD Specific Plan Area is a San
Francisco Public Utilities Commission right-of-way
and Levi’s Stadium Parking Lot B, which is slated
to redevelop as a high-density commercial mixed-
use district.
Mission College, a two-year community college
that serves the broader Silicon Valley community,
lies directly to the south. Great America Parkway,
the major north-south arterial, borders the
PHD Specific Plan Area to the east, separating
the site from the Great America Theme Park.
The Calabazas Creek Trail runs along the
western border of the PHD Specific Plan Area
and continues northward to the San Francisco
Bay, separating Santa Clara from the City of
Sunnyvale. The trail provides open space and
a variety of active recreational uses such as
walking, jogging, and cycling.
2.1.1 North Santa Clara: Development
Evolution
Bounded by Highway 101 to the south, State
Route 237 to the north, Calabazas Creek to the
West, and San Tomas Aquino Creek to the east,
the northernmost portion of Santa Clara has the
City’s most diverse mix of uses including office/
research and development (R&D), light industrial,
and regional entertainment and sports uses,
including California’s Great America Theme
Park, the Santa Clara Convention Center, Levi’s
Stadium, and the San Francisco 49ers training
facility. Several major office parks are supported
by a modest range of commercial services,
including hotels, cafes, chain restaurants, and a
movie theater.
As of 2010, the City’s remaining vacant residential
land had been developed and the City was
essentially built out. Over the past decade, this
employment-rich North Santa Clara district has
become the central focus of redevelopment
activity and intensification of existing uses due to
its status as an employment and entertainment
district and distance from single-family residential
neighborhoods.
North Santa Clara is the city’s first truly urban
district, transforming through a series of City-
initiated plans and high-profile mixed-use
development projects (see Figure 2.1: Regional
Setting). The existing underutilized moderate-
intensity office and industrial parks are evolving
into a higher intensity mixed-use district. At full
buildout, these projects combined will add over
15,000 new housing units, 10 million square feet
of office space, nearly 2 million square feet of
retail amenities, and 114 acres of open space.
13 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS VTA Light Rail and Levi’s Stadium
Santa Clara Convention Center
Great America Themepark
Great America Parkway
Mission College
Technology Office Building
14 2.2 DEMOGRAPHICS AND
ECONOMICS
Santa Clara has seen increases in population
growth and changes in demographics and market
conditions over the past decade. These trends
inform this Specific Plan’s community needs and
strategies. This section provides background
information on population, households, projected
future housing demand, and economic trends.
2.2.1 Population and Households
Santa Clara County is one of the fastest growing
counties in California with a population of about
1.9 million. Following San Jose and Sunnyvale,
the City of Santa Clara is the third most populous
jurisdiction in Santa Clara County with a 2018
population of approximately 130,000. Between
2010 and 2018, the City’s population increased
11.3 percent, or 1.3 percent per year, compared
to the County, which grew by 9.8 percent or
1.2 percent per year. By 2040, the 2010 Santa
Clara Housing Element projects that the City’s
population will increase 33.1 percent. The City
attracts a population that is diverse in both
ethnicity and age. In 2019, the City’s population
comprised: 42 percent Asian and Pacific Islander,
17.4 percent Hispanic, 2.9 percent African
American, and 5.7 percent other ethnicities.
The remaining 43 percent of the population is
White. The Regional Housing Needs Allocation
(RHNA) undertaken by the Association of Bay
Area Governments (ABAG), projects housing
needs by income levels for local jurisdictions.
The total projected RHNA for the City of Santa
Clara is just over 4,000 units for the 2015 –
2023 planning period with the greatest housing
needs identified in the very low and above
moderate categories.
Comparing the City of Santa Clara to the United
States as a whole, in 2019, median household
income for the City was approximately $56,000
more than the national average at $116,000 and
$60,000, respectively. In addition, the median
value of an owner-occupied home was just over
$927,000 in the City of Santa Clara, compared
to an average cost of $205,000 for the United
States.
Currently, single-family homes are the most
common type of residence in Santa Clara,
comprising over fifty percent of the city’s housing
stock. To provide opportunities to reach the City’s
housing goals, adopted policies promote the
redevelopment of underutilized industrial areas
into higher-density, compact, transit-oriented
development, while preserving established
single-family neighborhoods.
Intel Headquarters
15 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS
2.2.2 Economic Trends
Silicon Valley is the nation’s epicenter for
high-tech innovation and development,
attracting global talent and startup companies.
In recent decades Santa Clara has evolved
into an important stronghold in Silicon Valley’s
technology industry, with several major high-
tech corporations. The City of Santa Clara
has shifted from an agricultural community
to a predominately low-density community
characterized by residential subdivisions in
the southern half of the city and industrial and
employment centers in the northern half of the
city. Employment density is highest in central
and northern Santa Clara along El Camino Real,
Lawrence Expressway, Central Expressway, and
US 101. Within the northern part of the city, major
employers include Avaya, EMC Corporation, and
Intel.
In total, the City is home to over 120,000 total
jobs, with a projected growth in employment to
over 145,000 jobs by 2040.
Service-providing industries, including
information, technology, finance, and other
traditional consumer-related services, account
for roughly two-thirds of the employment base,
while goods-production industries, which
include construction, manufacturing, mining, and
agriculture, account for most of the remaining
one-third. Since rebounding from the 2008
“Great Recession,” the City has experienced
relatively steady employment growth. Service
providing industries grew by 33 percent from
2005 to 2015. This growth is primarily driven by
a 67 percent increase in professional services
such as information, technology, and finance. In
contrast, goods-production industries declined by
11 percent during the same period.
Santa Clara is a “job rich” community, where
the number of jobs far exceeds the number of
housing units. According to the Association of Bay
Area Governments (ABAG), the jobs-to-housing
ratio in the City of Santa Clara was estimated at
2.50 in 2010. Despite the high employment and
growth, the majority of Santa Clara residents
commute to work in surrounding cities. Only 15.9
percent of commuters who live in Santa Clara
also work in Santa Clara.
16 2.3 LAND USE AND
COMMUNITY FORM
North Santa Clara and the PHD Specific Plan
Area have a variety of land uses and building
forms that can be built upon to create a more
dynamic environment. This section describes
surrounding development context, existing uses,
and physical patterns and characteristics in the
PHD Specific Plan Area. It also reviews current
regulatory documents and efforts that govern use
in the area and will help shape desired change in
tandem with this PHD Specific Plan.
2.3.1 Surrounding Land Use Character
and Urban Form
The City of Santa Clara is bisected by Highway
101 and the Caltrain Corridor. Low-density, low-
rise residential development characterizes the
land use pattern south of the Caltrain Corridor;
however, higher-density residential sections
have sprung up along arterial streets. Intermixed
within these residential zones are neighborhood-
serving parks and public schools.
Auto-oriented strip commercial development is
prevalent along major thoroughfares, and the
most significant retail activity is found along
the El Camino Real corridor, Santa Clara’s most
identifiable commercial corridor, which passes
east-west through the City.
Downtown Santa Clara and the area surrounding
the Santa Clara station are identified for future
revitalization and reinvestment efforts.
North of the Caltrain Corridor, land uses are
predominantly office and industrial with some
higher-density housing development (see Figure
2.3A: Land Use Distribution). Today North Santa
Clara is dominated by office and industrial uses,
including the campuses of several high-tech
companies such as Intel, Oracle, McAfee, and
Broadcom, Inc. Unique regional attractions,
namely Levi’s Stadium, California’s Great America
Theme Park, and the Santa Clara Convention
Center, draw hundreds of thousands of visitors a
year to the area. North of Highway 101, the area
is supported by a modest range of neighborhood
amenities including hotels, cafes, chain
restaurants, and a movie theater, but residential
neighborhoods and parks are limited. Current
redevelopment trends in Northern Santa Clara
include intensification of the City’s office/R& D
uses in former light industrial areas with large
parcel sizes and convenient transportation
access, particularly transit access along Tasman
Drive, Great America Parkway, and Bowers
Avenue.
2.3.2 Land Use Character and Urban
Form: PHD Specific Plan Area
Much like the surrounding neighborhood, the
PHD Specific Plan Area is characterized by
several commercial/industrial superblocks with
ample surface parking, deep setbacks, and
significant space between buildings. The PHD
Specific Plan Area is relatively flat and developed
with low-intensity one- and two-story buildings
on the south and west of Old Ironsides Drive, and
moderate intensity four- to five-story buildings on
the east side of Old Ironsides Drive fronting Great
America Parkway.
17 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS FIGURE 2.3A: LAND USE DISTRIBUTION
18 These buildings are generally occupied by light
industrial (including manufacturing uses), office
(including R&D, software, software training
institutes, and company headquarters), and
various commercial uses (such as electrical
supply stores and a business park cafe). These
uses rely on large surface parking lots with
limited on-site vegetation. The San Jose New
Hope Church occupies a one-story building at the
corner of Patrick Henry Drive and Old Ironsides
Drive. There are no residential land uses, public
parks, or historic structures located on-site.
The building stock, developed primarily in the
1970s and 1980s, is outdated and does not
provide either the internal or external spaces or
amenities valued by contemporary firms. Some of
the buildings are vacant and the area is generally
underutilized.
2.3.2.1 Streetscape Infrastructure
The character and development of the PHD
Specific Plan Area and its surroundings is
relatively inhospitable to pedestrians and
bicyclists. The size of blocks and lack of
interconnected roadways or internal circulation
limits movement through the area. As a further
deterrent to pedestrian activity, the streetscape
in the PHD Specific Plan Area is auto-dominated,
with missing sidewalks and few pedestrian
crossings.
A Single-story Building Set Back from the Street
Visible on-site infrastructure includes local streets
and utilities, such as streetlights, as well as the
Hetch Hetchy easement that runs along the site’s
northern border.
19 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS FIGURE 2.3B: EXISTING LAND USE
20 2.3.2.2 Parkland
The PHD Specific Plan Area is poorly served by
parkland infrastructure. Although the area abuts
the Calabazas Creek Trail, there are no access
points to the trail from within the PHD Specific
Plan Area. The nearest access points to the trail
are located to the north of the area at Tasman
Drive and on the southern boundary at Mission
College Boulevard. Two neighborhood parks,
Agnew and Fuller Street Parks, are located about
a mile east of the PHD Specific Plan Area. The
10-acre Youth Soccer Park is in the North Santa
Clara area. Each of these facilities is more than a
30-minute walk from the PHD Specific Plan Area.
San Tomas Aquino Trail
21 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS Calabazas Trail
Patrick Henry Drive
Great America Parkway
Parkway Plaza
22 2.4 LAND USE AND ZONING
2.4.1. Land Use
The entire PHD Specific Plan Area, including
the entirety of developable land, is designated
Light Industrial (ML). This land-use classification
is intended to accommodate manufacturing,
distribution, and warehousing uses within an
enclosed building (see Figure 2.3B: Existing Land
Use Map).
2.4.2 Zoning
The PHD Specific Plan Area is predominately
zoned Light Industrial (ML). This zoning
permits a variety of industrial, manufacturing,
and commercial uses at varying scales and
intensities. Although this zoning is consistent
with the General Plan’s land use designations, it
is inconsistent with the long-term vision for the
site established by both the General Plan and the
Specific Plan.
A 9-acre portion of the PHD Specific Plan Area
located along the northern border is zoned
PD-Planned Development, which allows a novel
mix of land uses, creative planning, subdivision,
and/or ownership structure not allowed in other
zoning districts.
Electronic Manufacturing and Sales in PHD
23 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS FIGURE 2.4: EXISTING ZONING
24 2.5 REGULATORY CONTEXT
The City of Santa Clara 2010-2035 General Plan
is the overarching policy document governing
future uses within the PHD Specific Plan Area.
The Specific Plan is a zoning and development
tool that will implement the General Plan, which
envisions revitalization of North Santa Clara
and the PHD Specific Plan Area into a district
composed of higher-density residential and
mixed-use neighborhoods with a full complement
of supportive services. Along with the General
Plan, several other documents and planning
efforts that provide direction for the future are
described below.
2.5.1 City of Santa Clara 2010-2035
General Plan
The City’s General Plan establishes a guiding
framework applicable to all future land use
planning and development efforts. Contained
within this framework are long-range goals and
policies that are applicable to all land uses within
the City to:
• Reduce dependence on single occupancy
vehicles;
• Ensure consistency between new
development, the General Plan, Zoning
Ordinance, Capital Development Program,
and other implementing regulations;
• Encourage development that minimizes
vehicle miles traveled, capitalizes on public
investment in transit and infrastructure,
and is compatible with adjacent uses; and
• Identify opportunities for public
participation in the review process for new
development and other planning efforts,
including Specific Plans. As described in
the General Plan, Santa Clara is largely
built out, with approximately 97 percent of
its land area developed in a predominately
low-intensity suburban pattern. As a
result, new businesses and residences
need to be directed to areas where
existing development can be enhanced
and intensified to achieve denser, more
efficient land use patterns. This planned
growth can enhance the community’s
quality of life and foster economic vitality
with minimal to no adverse effects on
surrounding areas that the City wishes to
preserve.
25 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS To plan the future of North Santa Clara, the City
has completed several large-scale planning
efforts within the vicinity of the PHD Specific
Plan Area. The intent is to transform North Santa
Clara into a complete community of distinct
complementary neighborhoods composed
of high-intensity residential, office and
entertainment uses, each with a unique sense of
place.
2.5.2 Pedestrian Master Plan (2019)
The City’s Pedestrian Master Plan recognizes
challenges for pedestrian access in Santa Clara
due to dispersed land uses, and several major
roadways and transit lines that act as barriers
with limited pedestrian crossing opportunities.
The Pedestrian Master Plan provides a blueprint
for creating safe, comfortable, and enjoyable
conditions for walking.
2.5.3 Bicycle Master Plan (2018)
The City adopted the Bicycle Master Plan
Update to further enhance bicycle access and
infrastructure throughout Santa Clara. The
City invested in a 70-mile bicycle network that
includes over 11 miles of car-free shared-use
paths over the past five years. However, bike
lanes along major arterials, barriers, and gaps
in the system still prevent cyclists from reaching
many employment, transit, schools, and retail
destinations.
2.5.4 Multimodal Improvement Plan
(2018)
The City of Santa Clara Multimodal Improvement
Plan (MIP) was prepared in response to
Congestion Management Program deficiencies
identified in connection with the Related Santa
Clara project. The MIP includes projects that
would benefit the North Santa Clara area,
including the Great America Intermodal Station
Master Plan. The Station Master Plan project will
be led by VTA with support of the City of Santa
Clara, Altamont Commuter Express (ACE) and
Capitol Corridor. The scope of the study will look
at long-term improvements, connections to other
modes and nearby land uses, accommodating
ACE and Capitol Corridor expansion plans, and
developing station concepts.
26 2.5.5 Creek Trail Expansion Feasibility
Study (2013) and Expansion Master Plan
(2021)
The City adopted a Creek Trail Network
Expansion Feasibility Report that evaluated three
key corridors including the Calabazas Creek and
Hetch Hetchy corridor. In 2020, it began a Master
Plan to build on this work and recent investments.
The plan identifies both the SFPUC right-of-
way and the Calabazas Creek in the vicinity of
the PHD Specific Plan Area as potential Class I
facilities.
2.5.6 Tasman East Specific Plan (2018)
The Tasman East Specific Plan applies to an
existing 45-acre industrial neighborhood
bounded by Tasman Drive to the south, the
Guadalupe River to the east, the Santa Clara golf
course to the north, and Lafayette Street to the
west.
The plan creates a framework for the
development of a high-density, transit-oriented
neighborhood with supportive retail services
and amenities, and improved transit access. At
full buildout (estimated by 2040), approximately
4,500 dwelling units, and 100,000 square feet of
retail space are anticipated.
2.5.7 Great America Theme Park Master
Plan (2017)
The Santa Clara City Council approved the Great
America Theme Park 20-Year Master Plan, which
included rezoning the 112-acre theme park
from Thoroughfare Commercial (CT) to Planned
Development (PD) and establishing specific
development and use standards. The Master
Plan and PD Zoning addresses the installation of
new rides, replacement of rides and attractions,
expansion to a year-round operation, expansion
of current hours of operation and the construction
of a year-round commercial/entertainment district
that includes restaurants, concert venues, night
clubs, and shops open to the public outside of
the theme park gates. At full buildout in 2040, the
Plan anticipates 100,000 square feet of new retail
space and the repurposing of 40,000 square feet
of existing building square footage.
2.5.8 Related Santa Clara (2016)
A General Plan Amendment for the 240-acre
Related Santa Clara (formerly City Place Santa
Clara) project site anticipates construction of
a new multi-phased, mixed-use development
by the year 2030 including: up to 9.16 million
gross square feet of office buildings, retail, and
entertainment facilities; 1,800 residential units;
hotel rooms; surface and structured parking
facilities; new open space; landscaping, roads;
and new/upgraded/expanded infrastructure and
utilities.
27 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS
2.5.9 Mission Point by Kylli
A General Plan Amendment for the 46-acre
Mission Point site (formerly Kylli/Democracy Way,
located just north of the PHD Specific Plan Area)
amends the designation of a 9-acre portion of the
property from High-Intensity Office/Research to a
newly established mixed-use designation to allow
for a high-intensity mix of office, commercial and
residential uses.
2.5.10 Freedom Circle Focus Plan Area
(2021)
The City is developing a Future Focus Area Plan
for Freedom Circle in northern Santa Clara to
establish future capacity and an overall vision
for a new, mixed-use community. Significant
redevelopment interests have provided impetus
for the City to explore the inclusion of housing in
the area to fulfill citywide goals and policies.
2.5.11 Mission College Facilities Master
Plan (2018)
Mission College is bounded by 101 Freeway
to the south, the FC Specific Plan Area to
the east, the PHD Specific Plan Area to the
north, and Calabazas Creek to the west. The
Facilities Master Plan envisions the physical
redevelopment, renovation, and expansion
of Mission College over the next 10-20 years.
Anticipated development on the existing campus
will include several new sports facilities, a storage
facility, a police center, portable buildings, and an
interdisciplinary plaza. A new Community/Lecture/
Performance venue will also extend the campus
north into the adjacent parking lot.
28 2.6 CIRCULATION
Improving circulation and enhancing overall
multimodal mobility throughout the PHD Specific
Plan Area are important initiatives of the PHD
Specific Plan. This section provides an overview
of the existing transportation network and
systems serving the area.
2.6.1 Highway and Major R oad Network
Santa Clara is generally well served by the
regional transportation system (see Figure 2.6A:
Regional Road Network). Its geographic location
at the center of the Valley provides strategic
highway access, and commuter and light rail
connections to cities and attractions throughout
the Bay Area.
The eight-lane US Highway 101 (US 101) traverses
east-west through the center of Santa Clara,
while State Route 237 (SR 237) runs just to the
north, and Interstates 880 (I-880) and 280 (I-280)
abut the southeast and southwest corners of the
City, respectively. The El Camino Real corridor
passes east-west through Santa Clara and serves
as an important east-west thoroughfare linking
Santa Clara, San Jose, and Sunnyvale.
Regional access within Northern Santa Clara
is provided via US 101 and SR 237 via their
interchanges with Great America Parkway,
Lawrence Expressway, and Montague
Expressway. Running north-south through Santa
Clara, Great America Parkway/Bowers Avenue
is a mainly six-lane arterial street that begins at
US 101 and extends northward to SR 237. South
of US 101, it is also known as Bowers Avenue/
Kiely Boulevard. Tasman Drive a four-lane east-
west arterial runs from Morse Road in adjacent
Sunnyvale to I-880 in Milpitas where it becomes
Great Mall Parkway.
2.6.2 Collector and L ocal Street
Network
While the PHD Specific Plan Area is adjacent
to several major arterial roads, the local street
network within the site is limited and not
designed to accommodate multiple modes of
transportation, nor does the existing bicycle and
pedestrian network connect to public amenities
and destinations. Consistent with the rest of
North Santa Clara, vehicular access to the PHD
Specific Plan Area is facilitated by area freeways
(US 101 and SR 237), major arterial roads, and a
handful of collector streets.
Tasman Drive, located approximately one half-
mile north of the PHD Specific Plan Area, serves
as an important transit corridor along which
several light rail stations are located. Great
America Parkway serves as the eastern boundary
of the PHD Specific Plan Area and provides
connections to both regional highways and local
destinations including the Great America Theme
Park. Mission College Boulevard, another large
arterial located west of Great America Parkway
provides the southern boundary of the PHD
Specific Plan Area and access to the community
college campus.
Patrick Henry Drive is a low-traffic collector street
in the PHD Specific Plan Area that extends west
from Great America Parkway before looping north
up to Tasman Drive. Old Ironside Drive, another
low-traffic collector street, extending north from
Patrick Henry Drive to the Hetch Hetchy right-of-
way at the area’s north border. While not within
the PHD Specific Plan Area, Democracy Way
runs just south and parallel to Tasman Drive and
provides a short 0.3-mile alternate low-traffic
connection between Patrick Henry Drive and
Old Ironside Drive. Due to the large-lot industrial
development pattern and limited number of
roadways within the PHD Specific Plan Area,
linkages and connectivity across the site are poor.
29 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS FIGURE 2.6A: REGIONAL ROAD NETWORK
30 Tasman Light Rail
Great America Santa Clara Station
Surface Parking Lot Along Patrick Henry Drive
Patrick Henry Drive Shuttle
31 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS FIGURE 2.6B: ACTIVE TRANSPORTATION NETWORK
Class II Bicycle Lane
Class I Shared-Use Path
Class III Bicycle Route
32 2.6.3 P edestrian and Bicycle Facilities
In Northern Santa Clara, existing pedestrian
facilities include sidewalks, crosswalks, and
pedestrian signals at signalized intersections.
However, sidewalks are missing on portions
of both arterial and connector streets, making
navigating the area by foot difficult.
Sidewalks or separated pedestrian pathways
exist along most of the streets surrounding the
Specific Plan Area but are missing on one side of
the street along portions of Tasman Drive, Patrick
Henry Drive, Old Ironside Drive and Democracy
Way. In addition, at many intersections,
crosswalks on one or more approaches do not
comply with the requirements of the Americans
with Disabilities Act (ADA).
While bike lanes and bike paths/trails are
limited in Northern Santa Clara, many of the
collectors and local streets are wide enough
to accommodate future bike lanes. The City’s
current Creek Trail Network Expansion Master
Plan project proposes Class I paths along the
Calabazas Creek and Hetch Hetchy corridors.
The Calabazas and San Tomas Aquino Creek
Trails both run north south and are the primary
bicycle and pedestrian routes through the area
(see Figure 2.6B: Active Transportation Network).
In the vicinity of the PHD Specific Plan Area
there are several bike lanes and bike paths/
trails. However, there are currently no marked
bike lanes on Patrick Henry Drive, Old Ironsides
Drive, or Democracy Way. However, per the
City’s Bicycle Master Plan, future streetscape
improvements and multimodal enhancements
in the area will include new dedicated bike
pathways, including separate Class IV facilities
along Patrick Henry Drive, Old Ironsides, and
Great America Parkway. Further, the Hetch
Hetchy and Calabazas Creek corridors provide
opportunities to expand off-street bicycle and
pedestrian facilities.
The Calabazas Creek Trial Offers Opportunity for Improved Bicycle and Pedestrian Travel 33 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS
2.6.4 Transit Service
Santa Clara is served by several transit providers
and routes that offer connections to local and
regional destinations. Caltrain connects to San
Jose to the south and runs north up the peninsula
to San Francisco. Amtrak and Altamont Commuter
Express (ACE) trains connect to the East Bay and
Sacramento regions, and the Santa Clara Valley
Transportation Authority (VTA) offers bus and
light rail service. Future transit plans include a
new Bay Area Rapid Transit (BART) Station to be
located at the Santa Clara Caltrain Station.
Within Northern Santa Clara, existing transit
service includes: bus and light rail transit
provided by the VTA; the ACE commuter rail
service between the Central Valley and Silicon
Valley with shuttles that connect City North to the
Great America Transit Station provided by the San
Joaquin Regional Rail Commission (SJRRC); and
passenger train service between San Jose and
Sacramento and the foothills of the Sierra Nevada
with stops at the Great America Transit Station.
Transit Stations or Transit Centers are
concentrated near high-intensity development
along major transportation corridors like Great
America Parkway.
Transit service within one-half mile of the PHD
Specific Plan Area includes multiple VTA local,
limited stop, and express bus routes, and VTA
Light Rail Orange and Green Lines along the
Tasman Corridor, which is an approximately
10-minute walk or 4-minute bike ride from any
portion of Plan Area. The 2019 New Transit
Service plan redesigned the transit network to
increase ridership and expand the network of
frequent routes. As a result, the Plan Area is
served by Route 57 along Great America Parkway
(at Old Glory Lane and Patrick Henry Drive), which
operates at 15-20 minute weekday and Saturday
frequency and 30-minute Sunday frequency.
There are several other bus stops served by VTA
routes on Tasman Drive and Mission College
Boulevard.
Although not within the Plan Area, local
commuters also use Caltrain, which provides
commuter rail service from San Francisco in the
north through San Mateo County to Santa Clara
County in the south. Commuters to the Plan
Area can access the Sunnyvale and Santa Clara
Caltrain Stations, which are located approximately
five miles from the site, via bus Routes 55 and 60.
Commuter rail service connection to the Capitol
Corridor Amtrak Santa Clara at the Great America
station is approximately one mile (or ten-minute
bike ride) from the Plan Area and accessible by
the ACE Green Shuttle along Patrick Henry and
Old Ironsides Drives. Amtrak connects to Oakland
and other East Bay destinations as well as
Sacramento and San Jose.
The Mountain View-Alum Rock Orange light
rail line runs along Tasman Drive in the project
vicinity with east-west connections between
Mountain View and Alum Rock Station. The
Orange Line’s Old Ironsides and Great America
Stations are nearest to the Plan Area. The Orange
Line also provides connections to BART at the
Milpitas BART station stop. The Old Ironsides –
Winchester Green Line runs along Tasman Drive
and provides north-south connections between
Campbell and Old Ironsides station through
Downtown San Jose.
34 2.7 INFRASTRUCTURE
A strong backbone of efficient and flexible
infrastructure is vital for supporting a high-caliber
quality of life and amenities for future residents,
businesses, and visitors in the PHD Specific
Plan Area. This section summarizes baseline
conditions of the existing public and private
utilities that serve the PHD Specific Plan Area.
2.7.1 W ater Supply and Infrastructure
A 12-inch water main runs along Great America
Parkway at the project’s eastern boundary line
from Old Glory Lane to Patrick Henry Drive. In
addition, there are two recycled water mains
running through PHD Specific Plan Area.
2.7.2 W astewater Conveyance and
Treatment
Wastewater from the PHD Specific Plan Area
is conveyed through the City of Santa Clara’s
wastewater collection system to the San Jose/
Santa Clara Regional Wastewater Facility (SJ/SC
RWF). The SJ/SC RWF Plant provides wastewater
treatment for the cities of San Jose, Santa
Clara, Milpitas, Campbell, Cupertino, Los Gatos,
Saratoga, and Monte Sereno. The existing
sanitary sewer system serving the PHD Specific
Plan Area consists of predominately 12-inch
vitrified clay pipe (VCP). It is anticipated that the
existing pipe will need to be upsized to a 15-inch
sewer line to increase capacity.
2.7.3 S torm Drainage and Treatment
The current network of storm drain pipes in the
PHD Specific Plan Area drains to San Tomas
Aquino Creek through the Westside Storm Drain
Pump Station on Old Mountain View-Alviso Road.
The City of Santa Clara’s Storm Drain Master
Plan does not require any improvements to be
completed within the PHD Specific Plan Area.
2.7.4 Dry Utilities
Gas, electricity, telecommunications, and cable
television services will be provided to the site
by PG&E, Silicon Valley Power (SVP), AT&T, and
Comcast, respectively. Costs to provide gas and
electricity to each development area will be
borne by the developers, to the extent off-site
infrastructure is required.
35 PATRICK HENRY DRIVE SPECIFIC PLAN EXISTING CONDITIONS
PATRICK HENRY DRIVE
SPECIFIC PLAN
3 Community Process &
Vision Framework
37 PATRICK HENRY DRIVE SPECIFIC PLAN COMMUNITY PROCESS AND VISION Community participation was foundational to the development of the Patrick Henry Drive (PHD) Specific Plan. Community members, stakeholders, and property owners shaped a vision for the PHD Specific Plan Area and provided feedback and guidance throughout the planning process, resulting in an implementable Specific Plan with a broad base of support. This chapter describes the engagement process and outlines the planning framework that emerged to spur transformation of the underutilized industrial and commercial area into a high-density, mixed-use residential community with walkable streets and a range of neighborhood-serving amenities, including new public parks, interconnected pedestrian and bicycle infrastructure, vibrant ground-floor retail, and new community spaces. 38 The first of the two TAC meetings provided
an overview of the planning principles and
preliminary concepts for the PHD Specific Plan.
The feedback helped the team refine the vision
for the PHD Specific Plan Area and informed the
plan concepts and priorities.
The TAC reconvened to review the administrative
draft plan. In this second meeting, the group
provided feedback and input on a variety of
mobility, land use and urban design issues.
In addition to participation in these meetings,
TAC members and other City and agency staff
were consulted on an ad-hoc basis throughout
the development and review of the Specific Plan,
providing the project team with critical input and
feedback.
3.1.2 S takeholder Steering Group
The Stakeholder Steering Group (SSG) was
composed of developers, property owners, and
other representatives from the PHD Specific Plan
Area, including the project funding partners. Early
in the planning process, the consultant team
held one-on-one and small group interviews with
property owners and developers representing
each property in the PHD Specific Plan Area,
as well as other interested stakeholders. These
initial meetings identified concerns, challenges,
opportunities, and priorities for the PHD Specific
Plan Area.
The planning team convened a series of SSG
meetings dedicated to refined PHD Specific Plan
Area concepts and a proposed cost-sharing
framework that would distribute infrastructure
and redevelopment costs equitably among
stakeholders. Following the third meeting
with the SSG, the team followed up with area
stakeholders in large and small group settings
to both obtain detailed information regarding
intended development programs and address
outstanding questions, comments, and other
information regarding the planning process.
The project team, including City staff, agency
representative and members of the consultant
team, met regularly with the SSG during PHD
Specific Plan development and environmental
review to coordinate efforts, track progress, and
provide strategic input and focused feedback on
draft work products.
3.1 COMMUNITY
ENGAGEMENT STRATEGY
AND PROCESS
The project team carried out a multi-pronged
community engagement strategy that solicited
input and feedback from community stakeholders
at every phase of planning. This included one-
on-one and small group stakeholder interviews,
Technical Advisory Committee and Stakeholder
Steering Group meetings, Community Workshops,
and several staff-led Study Sessions with City
Council and the Planning Commission. Meetings
and events were scheduled around project
milestones to ensure engagement and input at
critical decision points.
3.1.1 T echnical Advisory Committee
The Technical Advisory Committee (TAC) is
an advisory group representing the diverse
perspectives of several City departments
and local agencies. The group was consulted
throughout the planning process to provide
substantive input into PHD Specific Plan direction,
project feasibility, and implementation strategies.
39 PATRICK HENRY DRIVE SPECIFIC PLAN COMMUNITY PROCESS AND VISION
3.1.3 Community W orkshops
Two community workshops provided
opportunities for community members to learn
more about the PHD Specific Plan process and
provide input on key concepts.
Community Workshop #1: Vision
The focus of the first workshop was multifold:
to present planning principles for the PHD
Specific Plan and Freedom Circle areas and learn
about community priorities in order to refine
the overarching vision and identify emerging
concepts for the urbanizing area. The workshop
was conducted as a joint session with the Mission
Point project.
The workshop included an introductory
presentation followed by an interactive open
house with four stations: North Santa Clara,
Patrick Henry Drive, Freedom Circle, and
Mission Point. Open house exercises prompted
participants to rank examples of height, scale,
and intensity for the different project areas, as
well as share ideas about parks and open space,
community amenities, and transportation.
Community members directed the project team
to create a “complete community” within the PHD
Specific Plan Area, including ample community
amenities such as a library, community meeting
space, and neighborhood-serving commercial
uses. Participants supported high residential
densities and tall buildings as long as the street
level provided a mixed-use environment.
Community Workshop # 2: Draft Plan. The
second community wokshop was held via Zoom
to adhere to public health directives during the
COVID-19 pandemic. The project team presented
the draft PHD Specific Plan, focusing on land use
and urban design. Community feedback included
support of a new mixed-use community with
affordable housing. Residents expressed concern
about traffic impacts.
3.1.4 City S tudy Sessions
The planning team held study sessions with City
Council and the Planning Commission to ensure
that City leadership was up-to-date on progress,
provided direction on key policy issues and
supported the draft Specific Plan policies and
implementation actions. City leaders provided
input to ensure housing growth and density
were delivered in a sustainable manner that
contributed vibrancy and benefits to the overall
Santa Clara community.
40 3.2 VISION AND PLANNING
PRINCIPLES
Community and stakeholder input informed
a vision and planning principles for the PHD
Specific Plan Area.
3.2.1 Vision
The overarching vision for Santa Clara City North
is to develop as a complete community of distinct,
complementary neighborhoods, each with its
own unique identity built on placemaking, and an
attractive public realm. As one of these distinctive
neighborhoods, the PHD Specific Plan Area is
set to transform into a new mixed-use urban
residential neighborhood composed of a fiscally
sustainable mix of land uses including high-
density residential, office, and supportive services
complemented by the necessary infrastructure.
There are two planning scenarios A and B,
including residential and office development
uses, to enable properties to flexibly respond to
market conditions over time.
Embraced by both City leadership and area
stakeholders, higher-density residential
development can help address the City’s
housing needs and create a vibrant and diverse
community. The PHD SP targets the development
of up to 12,000 residential units at full build-out,
with densities ranging from 65 to 250 dwelling
units per acre. A minimum of 15 percent of all
units within the PHD Specific Plan Area will be
affordable by deed restriction to households
making at or below 80 percent of the area
median income.
These land use and density changes will
provide a net positive impact on the area’s
fiscal sustainability. New development will
contribute to significant growth in the land value
and property tax base and increase sales tax
revenue resulting in fiscally positive land uses
and reduced per capita service costs. Not only
will high-density development, in the form of 5-to
25-story residential and commercial buildings,
result in more efficient land utilization, but it will
also help protect established neighborhoods from
development pressures.
New development will be complemented by an
attractive street environment complete with a
highly walkable pedestrian realm and innovative
mobility options. Twenty-two percent or more of
the total PHD Specific Plan Area will be used as
dedicated public parks or other open spaces. Full
build-out of the site is anticipated to occur over
the next 20 years, as the development responds
to the fluctuations of local and global market
conditions.
41 PATRICK HENRY DRIVE SPECIFIC PLAN COMMUNITY PROCESS AND VISION
3.2.2 Planning Principles
The following planning principles draw on
community and stakeholder engagement and
support Santa Clara General Plan vision and
policies. The principles respond to unique PHD
Specific Plan Area assets and opportunities and
ensure the resulting community will reflect the
priorities, values, and vision of the Santa Clara
community.
1. COMPLETE NEIGHBORHOOD
The PHD Specific Plan Area will evolve into a self-sufficient neighborhood composed of a rich variety of places to live, play, gather and engage. New land-use designations and zoning will provide a mix of core community uses to ensure adequate access to goods and services for the thousands of new residents. Residents will also enjoy easy access to nearby job opportunities.
2. VARIED HOUSING OPTIONS
An array of multi-family residential types will attract a broad range of residents and households, contributing to neighborhood character and a sense of community while meeting demand. Affordable housing units will ensure the area is accessible to more residents and support a diverse population.
42 2.
3. BALANCED MULTI-MODAL MOBILITY
Patrick Henry Drive will be transformed from an auto-dominated environment into a neighborhood that supports all travel modes including walking, cycling, transit, and driving. Retrofitted and new street design will ensure a welcoming, comfortable, and safe environment for pedestrians and cyclists, while efficiently moving necessary vehicle traffic. Pedestrian- friendly streetscapes will: be accessible to all; help activate street frontages; and stimulate use of community amenities. The new environment will accommodate rideshare, shuttle, and other mobility innovations. 42 43
PATRICK HENRY DRIVE SPECIFIC PLAN COMMUNITY PROCESS AND VISION
4. TRANSIT-ORIENTED DEVELOPMENT
An improved local mobility and circulation network will support the use of existing and future transit infrastructure, including VTA light rail along the Tasman Corridor, bus transit along Great America Parkway, and multi-use trails along Calabazas Creek and the Hetch Hetchy right-of-way. Patrick Henry Drive residents and employees will be connected to local amenities as well as regional destinations via transit options.
5. HUMAN-SCALE PUBLIC REALM
Community amenities will activate public spaces and create hubs of social activity with a library, parks, plazas, and pathways. Elevated urban and streetscape design will create an active, comfortable pedestrian realm at a human scale and a cohesive neighborhood environment, while accommodating high residential densities.
6. DIVERSE OPEN SPACES
The PHD Specific Plan Area will be served by a connected network of parks, plazas, and open spaces that provide opportunities for passive and active recreation, events, programs, and informal or structured social gathering.
Traditional parks will complement urban plazas and active streetscapes. The open space network will provide a variety of spaces that are flexible enough to accommodate a variety of activities and uses for all ages and abilities. 44 7. BUILDING A VIBRANT MIDDLE CLASS
Encourage the use of a local construction workforce and local business sourcing in the buildout within the Plan area. The employment of a local construction workforce that pays family-supporting wages will generate sales tax revenue for the City as those wages are recirculated within the City’s business community. The availability of a trained construction workforce is essential for the success in implementing the PHD Specific Plan therefore the employment of apprentices in State of California approved training programs will also be encouraged.
45 PATRICK HENRY DRIVE SPECIFIC PLAN COMMUNITY PROCESS AND VISION
PATRICK HENRY DRIVE
SPECIFIC PLAN
4 Development
Framework
47 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK Drawing on stakeholder input and detailed planning and design analyses, the Development Framework includes policies to guide future development within the PHD Specific Plan Area. The Development Framework will bring the community-based PHD Specific Plan Area vision and principles from Chapter 3 to life and provide the foundation for the detailed design standards and guidelines in Chapter 5.
This chapter addresses the following elements, along with related policies, that are vital to creating the desired, cohesive improvements in the PHD Specific Plan Area.
• Development Capacity
• Urban Design
• Allowable Land Uses
• Affordable Housing
• Parks, Recreation and Open Space
• Mobility, Circulation, and Parking
• Sustainability
48 4.2 URBAN DESIGN
The following urban design principles and
policies ensure that investment and new
development projects in the PHD Specific Plan
Area work cohesively to evolve the area into a
distinct, vibrant urban neighborhood (see Figure
4.2: Urban Design Framework). The Design
Guidelines in Chapter 5 provide specific direction
to ensure exceptional design while allowing a
variety of architectural styles.
4.1 DEVELOPMENT
CAPACITY
There are two potential PHD Specific Plan Area
buildout scenarios anticipated for implementation
by 2040 (see Table 4.1: Development Capacity).
Both scenarios envision a vibrant, mixed-use
residential neighborhood with local amenities,
while providing property owners the flexibility of
determining new uses for their sites depending
upon market conditions. Either scenario would be
estimated for implementation by 2040.
Residential
Units
Non-Residential Uses Total Parks and
Open Spaces
Scenario A 12,000
Retail 150,000 SF
14.46 AcresFlex 90,000 SF
Community 70,000 SF
Office -
Scenario B 10,300
Retail 150,000 SF
12.29 AcresFlex 90,000 SF
Community 70,000 SF
Office 785,000 SF
Table 4.1: Development Capacity
49 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.2: URBAN DESIGN FRAMEWORK
• Provide signature architectural elements
on buildings at gateways and activity
nodes.
• Use signage appropriate in scale and
orientation to the primary audience:
pedestrians or motorists.
4.2.1.1 ACTIVITY NODES
• Cluster retail, flex, and community uses to
create activity nodes that include places to
socialize, shop, play, and relax.
• Create synergies of use to support the
viability of neighborhood-serving retail and
community spaces.
• Center activity nodes at intersections with
ground-floor retail and where the library
opens onto the public park.
• Encourage interaction of people with
spaces.
4.2.1.2 GATEWAYS
• Use architecture, art, and signage to mark
neighborhood entries and contribute to
local identity and character, inviting visitors
and creating a destination.
• Create a major gateway at the intersection
of Patrick Henry Drive and Old Ironsides
Drive and minor gateways at connections
to the SFPUC right-of-way, and Mission
College.
4.2.1 Urban Design Principles
The following urban design and planning
principles draw on community and stakeholder
input to articulate the priorities for the built
environment.
• Create a human-scaled public realm with a
distinctly urban feel.
• Enliven the street environment and create
multi-use activity nodes.
• Prioritize the safety and comfort of
pedestrians of all ages and abilities.
• Provide diverse parks, plazas, and open
spaces.
• Create a fine-grained network of
pedestrian paths.
• Transition building heights adjacent to
lower-density neighborhoods.
• Accommodate diverse architectural styles.
• Use landscaping to create a comfortable
pedestrian realm and contribute color and
depth.
50 51
PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK
4.2.1.3 HEIGHTS, EDGES AND TRANSITIONS
• Ensure building heights respect and
respond to the character of areas
adjacent to the PHD Specific Plan Area
while accommodating high-density
development.
• Locate the tallest buildings in the interior
of the PHD Specific Plan Area so that the
overall scale of the area decreases as it
approaches the PHD Specific Plan Area
edges.
• Use height restrictions and building
stepbacks along the Calabazas Creek
to ensure a more gradual transition
between the single-family residential
neighborhoods in the City of Sunnyvale.
• Ensure wide streets and parcels along the
eastern and northern edges to allow for
high-density buildings, while maintaining a
human-scale, street-level environment.
• Soften the transition between
neighborhoods with open spaces along
the west, north, and northeast borders by
creating active human-scale environments
and variation in the street wall. Building
heights on the south edge of the Plan Area
adjacent to Mission College are mitigated
by the surface parking lots and sports
fields.
4.2.1.4 CONNECTIONS
• Connect residents to destinations,
including parks and open spaces with wide
sidewalks and bike lanes throughout the
PHD Specific Plan Area. Use greenways to
create a finer-grained circulation network
and break up large parcels.
• Ensure that new roadways allow for better
ingress/egress into new development
and improve east-west connectivity while
maintaining vehicle traffic flow.
• Build new “slow streets” to allow shared
space between automobiles, pedestrians,
bicyclists, and differently-abled users and
create a safe, active environment for all
modes.
4.2.1.5 CHARACTER AND ARCHITECTURE
• Accommodate density while creating
a distinct, livable, and memorable
neighborhood.
• Create visual interest and break down the
building mass to ensure a human-scale
environment with distinct building design,
fenestration, articulation, and transparency
for pedestrians.
• Include thoughtful design of ground-floor
building entrances in select areas to make
them welcoming and engaging.
• Soften the urban environment through
setbacks, greenways, and alleys with
ample space for landscaping and
greenery.
52 4.3 LAND USE
The Land Use Plan for the PHD Specific Plan
Area supports the City’s goals of creating a
new high-density residential neighborhood,
adding housing opportunities and mixed-
use environments near regional transit
infrastructure and employment centers,
and developing complete, self-sustaining
communities to reduce auto dependency. Land
use in the PHD Specific Plan Area is regulated
through land use classifications, policies, and a
map (see Figure 4.3A: Land Use Plan).
A critical approach to land use in the PHD
Specific Plan Area is to provide clear guidance,
yet still allow flexibility in construction type,
building height, and density. This flexible
approach allows property owners to adapt
and respond to market conditions while
accomplishing City and community goals.
4.3.1 Land Use Policies
• Distribute retail nodes so that all new
residential development is within a
10-minute walk of at least 20,000 square
feet of neighborhood-serving commercial
uses.
• Co-locate active uses—including parks,
plazas, retail, flex, and community uses—to
enliven the street environment and create
neighborhood destinations.
• Identify a location for a new City branch
library and publicly accessible community
meeting spaces.
• Provide for a range of housing products
and residential options at various price
points to support the City’s housing goals
and improve residential opportunities for
all households.
• Ensure a portion of residential units are
affordable to households with incomes
below the area median.
• Create a connected system of diverse
parks and open spaces to provide outdoor
recreation options for residential areas,
facilitate pedestrian mobility, and enable
habitat preservation and restoration.
4.3.2 Land Use Plan and Classifications
Properties in the PHD Specific Plan Area have one
of six land use classifications:
1. Very High-Density Residential (PH-R5)
2. Urban Village (UV)
3. Urban Center (UC)
4. High-Density Flex (HD Flex)
5. Village Residential (VR)
6. Parks and Open Space (P/OS)
A mixed-use overlay can be applied to some
parcels to provide neighborhood services and
amenities and an active pedestrian environment.
53 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.3A: LAND USE PLAN
54 4.3.2.1 VERY HIGH-DENSITY RESIDENTIAL
(PH-R5)
• Residential Density: 51 to 99 du/acre
• Height Range: 5-12 stories
The purpose of the PH-R5 Patrick Henry Very-
High-Density Residential Zone is to provide
land areas for the construction, use, and
occupancy of high density and intensity multi-
family developments (i.e., low-rise, mid-rise,
and high-rise apartments and condominiums).
It is the intent of this zone to encourage
development to use innovative site planning,
provide on-site recreational amenities and be
located near major community facilities, business
centers, transportation corridors, and/or major
thoroughfares.
4.3.2.2 URBAN VILLAGE (UV)
• Residential Density: 100-149 du/acre
• Height Range: 5-12 stories
The purpose of the UV Urban Village Zone is
to accommodate transit-oriented, multi-family
residential development at very-high densities
between 5-12 stories within the Patrick Henry
Specific Plan. These urban-scale developments
feature pedestrian-oriented facades and
frontages. Urban Village developments include
structured or below-grade parking and shared
outdoor spaces proximate to transit. The
residential density range for this zone is 100-149
dwelling units per acre.
4.3.2.3 URBAN CENTER (UC)
• Residential Density: 120-250* du/acre
• Height Range: 12+ stories consistent with
Federal Aviation Administration (FAA)
requirements
The purpose of the UC Urban Center Zone is
to accommodate transit-oriented, multi-family
residential development at very-high densities
with no height limits except those imposed by
the FAA due to flight paths for the San Jose
International Airport, within the Patrick Henry
Specific Plan These urban-scale developments
feature pedestrian-oriented facades and
frontages. Urban Center developments include
structured or below-grade parking and shared
outdoor spaces proximate to transit. The
residential density range for this zone is 120-250
dwelling units per acre.
*Densities over 250 du/acre may be allowed for
the provision of community benefits agreed upon
with the City and formalized in a development
agreement. This zone implements the High-
Density land use designation in the General Plan.
55 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.3B: GROUND FLOOR ACTIVATION
56 4.3.2.4 HIGH-DENSITY FLEX (HD FLEX)
• Residential Density: 60-149 du/acre
• Maximum Non-Residential FAR: 2.0
• Height Range: 5-12 stories
The purpose of the HD Flex High Density Flex
Zone is to accommodate transit-oriented, multi-
family residential development interspersed
with office on four parcels along the eastern
edge of the Patrick Henry Specific Plan Area.
Allowable height ranges between 5-12 stories.
The residential density range for this zone is 60-
149 dwelling units per acre. Office development
is allowed up to 2.0 FAR using the development
standards of the HO-RD district, per the choice of
property owners.
4.3.2.5 VILLAGE RESIDENTIAL (VR)
The purpose of the Village Residential Zone
is to accommodate multi-family residential
development at very-high densities between 5-12
stories within the Specific Plan. The residential
density range for this zone is 60-149 dwelling
units per acre.
• Residential Density: 60-149
• Height Range: 5-12 stories
4.3.2.6 PARKS AND OPEN SPACE (OS)
The purpose of the OS Parks/Open Space
Zone is to provide land areas for improved and
unimproved park and open space facilities,
managed natural resource areas, and outdoor
recreation areas (e.g., neighborhood parks,
community parks, regional parks, public golf
courses, recreational facilities, nature preserves).
It is the intent of this zone to provide open space
and outdoor recreational opportunities for the
community.
4.3.2.7 ZONING GUIDELINES
The following Tables 4.2 and 4.3 include zoning
standards and allowed uses in the PHD Specific
Plan Area. Additional detail can be found in the
City Zoning Code.
57 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK Development Feature
(minimum unless otherwise indicated) PH-R5 UV VR UC HD Flex Parcel Area (minimum) area required for each NEWL Y CREATED parcel.
Parcel Area 10,000 10,000 10,000 8,500 8,500
Street Frontage (feet) 70 70 70 60 70
Structure Coverage (maximum percentage)
Parcel Area (less than 10,000 sq. ft.) None None None None None Parcel Area (less than 10,000 sq. ft.) None None None None None Setbacks (minimum) - Setback lines are measured from the back of walk.
Residential
(front, side corner and interior) 10 10 10 10 10
Mixed-Use
(front, side corner and interior) 0 0 0 0 0
Office (front, side corner and interior) 0 0 0 0 0
Setback Encroachments (i.e., awning,
balconies, stoops) Setback encroachments are allowed per the quantitative standards of the PHD plan.
Height (maximum) measured in feet
Height (within 20 feet of the R1-6L,
R1-8L, and R2 zones) 32 32 32 32 32
Height (all other zones) 135 160 160 FAA 160
Number of Stories (maximum)
Number of Stories (all other zones) 10 12 12 FAA 12
Gross Residential Density (minimum to maximum) shown in number of dwelling units per acre Allowable Density 51-99 100-149 60-149 120-250 60-149
Recreation Space for Multi-Family Dwellings (minimum) measured in square feet per dwelling unit Private Recreation Space (required for a
minimum of 50 percent of units) Per the PDO and PHD plan Common Recreation Space (per unit) Per the PDO and PHD plan Table 4.2: Patrick Henry Residential Zone Development Standards 58 Residential Zones (Permit Requirements)
P
MUP
CUP
TUP
--
Allowed by Right
Minor Use Permit (Chapter 18.124)
Conditional Use Permit (Chapter 18.124)
Temporary Use Permit (Chapter 18.122)
Not allowed
Land Use (see Article 8 for land use definitions). PHD Residential Zones Dwelling, Accessory Units P
Dwelling, Multifamily P
Dwelling, Second Unit -
Dwelling, Single-Family -
Dwelling, Two-Family -
Employee Housing P
Home Occupations P
Live-Work Facilities MUP
Mobile Home Park -
Organizational Houses -
Rooming and/or Boarding Houses -
Supportive Housing P
Transitional Housing P
Assisted Living Facilities CUP
Day Care Homes, Up to 14 Children P
Community Care Facilities, Small P
Community Care Facilities, Large CUP
Emergency Shelters -
Community Gardens P
Parks and Public Plazas P
Table 4.3: PHD Residential Zones Allowed Uses and Permit Requirements 59 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK Places of Assembly CUP
Public Schools* CUP
Private Schools* CUP
Public Safety Facilities P
Wireless Telecommunications Facilities, Co-location/
Small Cell P
Bed and Breakfast Inns -
Retail and Office Uses (ground floor only, in mixed-use buildings only) Retail P
Off-sale of alcohol P
Restaurants, including on-sale of alcohol P
Bars CUP
Office Uses P
* New school facilities will be considered and planned through collaboration with the Planning Department and Santa Clara Unified School District.
60 Office and Industrial Zones (Permit Requirements)
P
MUP
CUP
TUP
--
Allowed by Right
Minor Use Permit (Chapter 18.124)
Conditional Use Permit (Chapter 18.124)
Temporary Use Permit (Chapter 18.122)
Not allowed
Land Use (see Article 8 for land use definitions). HD Flex Residential Uses
Caretaker Housing CUP
Transitional Housing Facilities -
Human Services Uses
Community Care Facilities, Small -
Community Care Facilities, Large -
Emergency Shelters -
Recreation, Education, and Public Assembly Uses
Cemeteries and Mausoleums -
Crematories -
Fitness Facilities P
Parks and Public Plazas P
Public Schools -
Private Schools -
Public/Private Colleges and Universities -
Equipment/Machine/Vehicle Training Facilities CUP
Vocational/Trade Schools -
Utility, Transportation, and Communication Uses
Broadcasting and Recording Studios -
Fuel Storage and Distribution Centers -
Park and Ride Facilities P
Parking Facilities CUP
Table 4.3: PHD Office and Industrial Zones Allowed Uses and Permit Requirements 61 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK Wireless Telecommunications Facilities and Towers,
Co-location/Small Cell P
Wireless Telecommunication Facilities and Towers,
Minor (less than 70 feet) MUP
Wireless Telecommunication Facilities and Towers,
Major (70 feet or higher) CUP
Transit Stations and Terminals P
Utility Facilities and Infrastructure CUP
62 Retail, Service, and Office Uses
Ambulance Services P
Banks and Financial Establishments, General P
Banks and Financial Establishments, Stand-
alone ATM P
Business Support Centers P
Call Centers P
Data Centers P
Equipment Sales and Rental Facilities P
Hotels and Motels P
Kennels -
Maintenance and Repair Services P
Offices P
Outdoor (Ancillary), Dining and Seating -
Personal Services (Ancillary) P
Restaurants (Ancillary) P
Retail Establishments (Ancillary) P
Vehicle Oriented Uses
Mobile Fueling Delivery P
Vehicle Service Stations -
Vehicle Repair Facilities, Minor -
Vehicle Repair Facilities, Major -
Vehicle Storage Facilities P
Vehicle Dismantling Facilities -
Table 4.3: PHD Office and Industrial Zones Allowed Uses and Permit Requirements (Continued) 63 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK Industrial, Manufacturing, and Processing Uses
Freight Yards/Truck Terminals -
Hazardous Material Storage Facilities -
Industrial, Minor P
Industrial, Major -
Laundry and Dry-Cleaning Plants -
Printing and Publishing Facilities P
Recycling Facilities
Reverse Vending and Collection Boxes
Collection Small
Collection, Processing, and Transfer
-
-
-
Research and Development Facilities P
Storage
Personal Storage Facilities
Warehouse
-
P
Wholesaling and Distribution Centers CUP
64 4.4 AFFORDABLE HOUSING
Providing affordable housing is a high-priority
goal of the City of Santa Clara. As one of the
City’s first high-density residential neighborhoods,
Patrick Henry Drive will add thousands of units
to better balance the City’s jobs-housing ratio,
a share of which will be income-restricted to
help meet regional and local affordability goals.
In recognition of the conversion of employment
uses to residential land, the PHD Specific Plan
calls for a higher level of affordability than is
required by ordinance.
Santa Clara City Code (SCCC) Chapter 17.40
(Citywide Affordable Housing Requirements)
requires affordable housing to assist in meeting
the City’s share of regional housing needs.
Chapter 17.40 requires that all new residential and
mixed-use construction integrate affordable units
or that the developer pay in-lieu and impact fees
into the City‘s affordable housing fund.
4.4.1 Affordable Housing Policies
Affordable housing requirements for the PHD
Specific Plan Area are to provde 15% affordable
units split equally between three affordability
levels of 50%, 80%, and 120% Area Median
Income (AMI). This standard aligns with the City’s
need to produce affordable units at a variety of
income levels, not impair project feasibility, and
align with legal requirements.
Should the Citywide affordable housing ordinance
be updated after the PHD Specific Plan adoption,
subject projects in the PHD Specific Plan Area
that are not deemed complete or do not receive
Architectural Review approval by a certain date
may be required to meet any future new citywide
affordable housing requirements.
Affordable Residential Units will be Integrated into the PHD Neighborhood 65 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.3C: BUILDING HEIGHT
66 4.5 PARKS, RECREATION
AND OPEN SPACE
The PHD Specific Plan Parks, Recreation
and Open Space Plan include policies and
requirements to create a diverse network
of public parks, publicly-accessible green
infrastructure, and private recreational
spaces that support the physical, social and
environmental health of the neighborhood
while integrating with the community-wide
City public parks and recreation system. This
includes providing adequate park spaces of
sufficient size, shape, and location within the
PHD Specific Plan Area.
The public parks and private open space
recreational amenities should allow for
both individual and large group recreational
activities, sustainable natural habitat, and
opportunities for healthy living throughout the
PHD Specific Plan Area (see Figure 4.5: Parks
and Greenways).
Table 4.5: Required Public Parkland and Private Open Spaces The goal is to provide adequate park and
recreational space to meet the needs of
thousands of new residents in an urban, high-
density environment while preventing the
overburdening of existing parks and community
facilities throughout the city. The PHD Specific
Plan area will include a mix of traditional
neighborhood parks, community facilities and
recreational amenities while allowing for urban-
style parks and plazas. Greenways and smaller
specialized and programmed park spaces will
support connectivity throughout the area.
The following policies establish the basis for
providing parks, open spaces, and greenways in
the PHD Specific Plan Area, including dedication
requirements. Properties in the PHD Specific
Plan Area are subject to City and Specific Plan
requirements as described below. Design
guidelines for the siting, sizing, design and
programming of open spaces are included in
Chapter 5: Design Guidelines.
Gross
Residential
Area
(Acres)
Net
Residential
Area
(Acres)
Total Parks
and Open
Space
Dedicated
Public
Parkland
Private Open
Spaces
Scenario A 73.59 62.26 14.46 10.23 4.23
Scenario B 63.72 52.40 12.29 9.15 3.14
67 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.5: PARKS AND GREENWAYS
68 4.5.1 Parks, Recreation and Open Space
Policies
• Require at least 22 percent of total
residential developable land to be
allocated for public parks or publicly
accessible open spaces, including not less
than 11 percent of land dedicated to the
City in fee title as public parkland.
• Implement Santa Clara City Code 17.35
to provide public parks and indoor
community facilities which may be
connected by publicly accessible private
greenways and open spaces that serve the
neighborhood.
• Distribute and site public parks so
all residents can easily access a
neighborhood park within a five to ten-
minute walk.
• Allow public parks to be jointly sited
between two or more existing parcels.
New public parks will be mapped and
dedicated to the City in fee title as new
parcels.
• Connect parks and plazas with publicly
accessible private greenways to provide
safe, comfortable access while supporting
connectivity throughout the PHD Specific
Plan Area. Plazas and greenways are
subject to minimum dimensions and
programming.
• Provide connections from public parks to
existing and planned trails on the north
and west of the PHD Specific Plan Area.
• Site and size public parks and indoor
community facilities (e.g., library, gym),
to serve a variety of populations and
programs throughout the day, from dawn
to 10 pm.
4.5.2 Parkland Dedication Ordinance
A minimum of 11 percent of the total developable
residential land within the PHD Specific Plan
Area is required to be dedicated to the City of
Santa Clara for use as public parks. A total of
14.46 acres shall be dedicated under Scenario
A or 12.29 acres in Scenario B. The approximate
size and location of these parks (shown in Figure
4.5: Parks and Greenways) shall be improved
and programmed prior to dedication to the City,
except at the discretion of the City. Specific
requirements for public parkland size and design
are included in Chapter 5: Design Guidelines.
All development within the PHDSP area is
subject to the City’s Park and Recreational
Lands Ordinance requirements. Per the policies
established within City Code Section 17.35, each
project will have a developed parkland obligation
which may be met through a combination of land
dedication, and/or payment of in-lieu fees. At the
discretion of the City, qualifying dedicated private
recreational amenities may be eligible for 50%
credit against of the Plan’s parkland dedication
requirement.
The Director of Parks and Recreation Department
shall determine the conditions necessary to
comply with the requirements of City Code
69 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK Chapter 17.35 (e.g., parkland dedication, private
open space, recreational amenities) per the
criteria established within the Ordinance. Private
open space within the project area may be able
to meet part of the Ordinance requirements
per the staff evaluation. Related to parkland
dedication encumbered by an easement, the land
value for such dedication may be reduced due
to encumbrance and other items required in City
Code. The value of dedicated land is determined
through the Ordinance and the Supplemental
Instructions adopted by Council on June 7, 2016.
4.5.3 Specific Plan Open Space
Requirements
Projects within the Specific Plan area are subject
to these requirements:
4.5.3.1 LAND DEDICATION
Consistent with the Specific Plan Land Use
Diagram – residential projects are required at
a minimum to dedicate land areas identified in
the Specific Plan as dedicated parkland as part
of their fulfillment of the Park & Recreational
Land Dedication Ordinance. This area totals
10.23 acres* (or a reduced amount if the flex
parcel is developed as commercial use), or more
if the City accepts additional unencumbered
public parkland dedicated in fee title adjacent to
required parkland dedication.
4.5.3.2 GREENWAYS
Greenways are privately owned, publicly
accessible linear open spaces that provide off-
road connections for pedestrians, cyclists, scooter
riders, and the like while providing additional
green space throughout the PHD Specific Plan
Area. Projects are required to incorporate publicly
accessible greenways into their design consistent
with the Land Use Diagram.
4.5.3.3 OPEN SPACE
Residential projects must provide at a minimum
the specified amount of open space in addition
to the minimum land use dedication. If the High
Density Flex designated property is developed
at residential, this open space is 4.23 acres,
allocated on a proportional basis to each
property so that it is provided when that parcel
is developed. This requirement applies to both
residential and commercial uses. This open space
requirement may be satisfied through any of the
following:
• Land dedicated specifically as public
parkland in excess of 10.23 acres under
Scenario A or 9.15 acres under Scenario
B and adjacent to the minimum amounts
depicted on the land use plan or of
sufficient size, shape and acceptable
location to be activated as public parkland
as determined by City.
• Land designed and designated through
easement as a publicly accessible
Greenway, plaza, or other accessible open
space.
• Private open space designed per criteria
established within the Specific Plan. These
areas, subject to in the requirements of
SCCC17.35, may also receive credit if it
meets the Ordinance standards. Up to
50 percent of private space is eligible
for credit towards the PHD Specific Plan
requirements at the discretion of the Parks
and Recreation Department.
70 4.6 MOBILITY,
CIRCULATION, AND
PARKING
4.6.1 Introduction and Intent
This Mobility Framework ensures the PHD
Specific Plan Area will provide balanced,
multimodal internal circulation as well as easy
access to nearby destinations and transit stations.
The framework includes policies that support
safe, active and sustainable travel options
for residents and visitors. These policies are
supported by diagrams and tables that provide
specific guidance on meeting City goals and the
vision and principles of this Specific Plan.
The following policies establish the basis for
circulation, mobility and parking in the PHD
Specific Plan area.
• Prioritize the comfort and safety for
pedestrians and cyclists.
• Retrofit the right-of-way to accommodate
all travel modes including walking, cycling,
driving, micro-mobility, and transit.
• Support access to transit stops on Tasman
Drive and Great America Parkway.
• Improve infrastructure for pedestrians,
cyclists and micro-mobility (e.g., scooters)
to mitigate the impact of urban-scale
development on traffic congestion.
• Improve connections to the Calabazas
Creek Trail and other trails and greenways.
• Design flexible street environments that
allow for innovative transit and ride-share
options (e.g., jitneys) as well as emerging
technology (e.g., autonomous vehicles).
• Use Transportation Demand Management
(TDM) strategies in partnership with
area employers and property owners to
minimize vehicle miles traveled.
• Limit vehicle parking spaces for residences
and businesses, and
• Reduce carbon emissions from
transportation.
4.6.2 Mobility Plan
The mobility plan (see Figure 4.6.2: Circulation
Diagram) is based on Complete Streets principles
that ensure safe, comfortable mobility options for
people of all ages and create a welcoming street
environment. A fine-grained network of streets,
roadways, greenways and bicycle paths connect
community destinations, break down big blocks,
and activate the public realm.
71 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.6.2: CIRCULATION
72 Bike Parking Next to Building Entrance Public Realm Landscaping and Seating Ground Floor Community Use Shared Roadway with Parking
73 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.6.2.1A: STREET TYPES AND EXISTING EASEMENTS
74 4.6.2.1 VEHICULAR NETWORK
There are four types of streets in the PHD Specific
Plan Area, and each is designed to accommodate
vehicular traffic balanced with other modes
(see Figure 4.6.2.1A: Street Types and Existing
Easements). Specific standards and designs for
each street type are included in Chapter 5.
Patrick Henry Drive and Old Ironsides Drive are
collector streets that provide primary access
into and through the PHD Specific Plan area.
They are designed to accommodate the highest
level of vehicle traffic in the PHD Specific Plan
Area as well as generous space for bicycle
lanes, sidewalks, and streetscape amenities.
Transit stops, signalized intersections, on-street
parking, and drop-off/pick-up zones are also
accommodated in strategic locations on Patrick
Henry Drive and Old Ironsides Drive.
New Roadways function as local streets and
improve east-west connectivity in the plan area
as well as access to residences and the central
linear park. New Roadways will contribute
significantly to the pedestrian- and bicycle-
friendly character of the street environment
by providing tree-shaded, traffic-calmed travel
ways. The New Roadway design is flexible and
will vary based on several factors, including the
unique needs of uses fronting the street, smooth
traffic regulation, and the amount of through and
destination traffic.
The PHD Specific Plan process included
analyses of potential roadway connections
from Patrick Henry Drive to Mission College
Boulevard. In December 2021, the the Mission
College Board of Trustees voted to not approve
of the proposed connector road from the Patrick
Henry Drive plan area.
Slow Streets are low-traffic-volume roadways
designed to calm vehicle traffic and prioritize
pedestrians, cyclists, and people using mobility
devices and contribute to the neighborhood.
The street design encourages abundant street
trees, allows a variety of uses and flexible spaces
that can be used as spaces for kiosks, outdoor
seating, gatherings, and public art.
A series of traffic signals and stop signs (see
Figure 4.6.2.1B: Vehicular Network) ensures the
orderly and efficient movement of automobiles
while controlling speeds and providing safe
conditions for pedestrians and cyclists crossing
the street. As shown in Figure 4.6.2.1B,
intersection traffic signals are planned at all
major intersections and stop signs at minor
intersections throughout the PHD Specific Plan
Area. Selected intersections are identified for
beacons, such as rectangular rapid flashing
beacons (RRFB) to support safe pedestrian
crossing.
75 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.6.2.1B: VEHICULAR NETWORK
76 4.6.2.2 PEDESTRIAN AND BICYCLE
NETWORK
The pedestrian and bicycle network within the
PHD Specific Plan Area includes a system of
sidewalks and bike lanes in the right-of-way
and roadways complemented by off-street
trails, greenways and alleys throughout the
neighborhood (see Figure 4.6.2.2: Pedestrian
and Bicycle Network)
These facilities also accommodate mobility and
micro-mobility devices consistent with City and
other safety standards and practices.
The 2018 Bicycle Master Plan establishes
a strong network of safe bicycle lanes to
accommodate riders of all ages and abilities.
Each street in the PHD Specific Plan Area
includes either a seperated bikeway (Class
IV) or Bicycle Route (Class III), as shown in
Figure 4.6.2.2. Bicycle facilities will connect
to infrastructure in adjacent neighborhoods
and provide improved connections to area
destinations including transit stations on
Tasman Drive and the local and regional trail
network. Specific standards and guidelines for
bicycle facilities and sidewalks are included in
Chapter 5.
A system of greenways within the PHD Specific
Plan area provides additional connections to
support a human-scaled environment and easy
safe circulation for pedestrians, cyclists and
mobility device users. Greenways will connect to
residences, parks, activity nodes, the Calabazas
Creek trail and other greenways. These spaces
also enhance the environment between buildings
to support a human-scaled ground-floor
experience. Specific standards and guidelines for
greenways are included in Chapter 5.
4.6.2.3 TRANSIT NETWORK
VTA’s New Transit Service Plan (2019) does not
call for transit service within the PHD Specific Plan
Area. However, this Specific Plan plans for poten-
tial ride-share and transit within the PHD Specific
Plan Area to allow for shuttle or other microtran-
sit services provided by VTA, a Transportation
Management Agency (TMA), or private provider.
Figure 4.6.2.1B shows the preferred locations for
these transit stops on Patrick Henry Drive and Old
Ironsides Drive.
77 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK FIGURE 4.6.2.2: PEDESTRIAN AND BICYCLE NETWORK
Class III Bicycle Route
Class IV Separated Bikeway
78 4.6.3.2 CAR SHARING
Car sharing programs provide on-demand access
to a shared fleet of vehicles on an as-needed
basis and have been shown to reduce automobile
ownership and vehicle miles traveled (VMT).
Developers/property owners are encouraged
to provide car share spaces at a rate of at least
one space per 400 residential units, with no
more than two spaces per development. Cars
should be available and accessible to the general
public with dedicated car share vehicles near the
building and/or parking structure entrance.
4.6.3 Parking Network
Limiting vehicle parking in the PHD Specific Plan
Area is critical to supporting goals for land use,
mobility and the public realm. The standards in
this plan are intended to meet market demand
for private parking without adversely affecting
building or neighborhood design.
4.6.3.1 PARKING RATIOS AND RESTRICTIONS
• Parking spaces must be provided as per
the minimums set forth in Table 4.6.3.1. For
any other uses not listed, private off-street
parking shall be provided consistent with
the parking standards in the Santa Clara
Zoning Ordinance.
• Parking is not allowed as a stand-alone
use. All parking must be structured and/or
underground and included as an accessory
use for residential, mixed-use or office
development.
Use For Residents / Employees For Visitors / Customers
Residential Minimum 1 space per unit for units
greater than 550 SF Minimum 0.5
spaces per unit for units less than
550 SF
Minimum 0.05 spaces per unit
Retail / Flex None required Minimum 1 space per 1,000 SF Office Minimum one space for each 500
SF of gross floor area
Minimum 1 space per 3,000 SF
Community/Civic None required None required
Table 4.6.3.1: Parking Ratios and Requirements
• Surface parking is only allowed as a
temporary or interim use.
• Shared parking is encouraged.
• Mechanical parking stackers/lifts and
tandem parking may be used to satisfy
minimum requirements.
• Parking for public parks should be shared
with residential visitors and retail parking.
Any on and off-street parking adjacent to
the park should enhance accessibility to
public uses.
79 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK
4.6.4 Transportation Demand
Management
Transportation Demand Management (TDM)
involves a suite of policies, programs and projects
that reduce vehicle trips, parking demand and
VMT. These measures provide incentives and
opportunities to choose alternative modes such
as walking, bicycling, transit, or ridesharing and
apply to residential and employment uses.
The implementation of TDM measures in the Plan
Area should be consistent with the requirements
outlined in the City of Santa Clara’s adopted
Climate Action Plan and General Plan. The PHD
Specific Plan Area is in the City’s Transportation
Management District 1 (North of Caltrain) and is
required to achieve a minimum VMT reduction
of 20 percent, including 10 percent through
TDM measures. In the 2013 Climate Action
Plan in addition to the land use, mobility and
parking requirements of this Specific Plan, new
development will be required to implement a
TDM program to reduce drive-alone trips.
4.6.3.3 ELECTRIC VEHICLE (EV) PARKING
EV parking shall be provided, consistent with
any adapted Reach Codes, to meet growing EV
usage. On lower parking floors, a large empty
conduit should be run to locations where future
electrical breaker panels could be located; or
exposed conduit could be installed for future
charging locations. The actual installation of
electrical wiring, chargers, and billing methods
could be carried out by an independent operator
where the energy used for vehicle charging is
paid for by the user.
4.6.3.4 BICYCLE PARKING
Convenient and secure bicycle parking
encourages bicycle ridership by offering
riders the same level of access and security
as motorists. On-site bicycle parking shall be
provided to include bike lockers, bike cages, or
indoor long-term bicycle parking for residents
and on-site employees, plus convenient short-
term racks for visitors. Bike storage facilities
shall include one electical outlet per 10 bicylcle
parking spots and one bicycle repair station in
each project.
Santa Clara’s ordinance includes two types of
bicycle parking:
• Class One spaces are spaces in secure,
weather-protected facilities intended for
use as long-term, overnight, and workday
bicycle storage. Class One bicycle parking
includes bicycle lockers, bicycle rooms or
cages where each bicycle can be locked.
• Class Two racks accommodate two
bicycles and are located in a publicly
accessible, highly visible locations
intended for short-term use by visitors,
guests, and customers.
Short-term and long-term bicycle parking spaces
should be provided in prominent and convenient
locations in all buildings. Bicycle parking spaces
shall be provided as follows:
• Residential developments: One Class One
bicycle parking space per unit and one
Class Two racks per 15 units.
• Mixed-use developments: One Class One
space per 30 employees and one Class
Two rack for every 1,000 square feet of
retail, flex or community use.
• Office developments: One space per
6,000 square feet with 75 percent as Class
One and 25 percent as Class Two racks.
80 4.7 SUSTAINABILITY
The City of Santa Clara established environmental
sustainability as one of its five major strategies in
the Santa Clara General Plan. The City adopted
its first Climate Action Plan (CAP) in 2013 and
began an update in 2020 to assess greenhouse
gas emissions (GHG) levels and incorporate new
statewide requirements. One of the CAP’s primary
goals is to establish land uses and transportation
options that minimize single-occupant vehicle
use.
The PHD Specific Plan will guide the
redevelopment of this low-intensity, auto-oriented
area into a high-density, mixed-use environment.
By providing housing units near employment
centers, designing smaller blocks, creating
robust pedestrian and bicycle infrastructure, and
facilitating access to transit, the PHD Specific
Plan will help realize this citywide goal while
advancing multiple sustainability objectives. The
mixed-use environment will ensure neighborhood
services and amenities are within easy reach of
residents, minimizing the need for vehicle trips for
day-to-day needs.
The CALGreen code establishes statewide
standards for sustainable building practices. As
of late 2021, the City is in the process of adopting
Reach Codes that exceed state requirements
and support the major sustainability strategies.
All development within the PHD Specific Plan
Area will be required to comply with the most
recent adopted CALGreen code and the following
sustainability policies. Individual projects are
expected to consider additional measures to
advance sustainability through building and site
design, recycled water use, and Transportation
Demand Management (TDM). Additional detail
on site and building measures are included
in Chapter 5: Design Guidelines and TDM is
discussed in Chapter 7: Implementation.
81 PATRICK HENRY DRIVE SPECIFIC PLAN DEVELOPMENT FRAMEWORK
PATRICK HENRY DRIVE
SPECIFIC PLAN
5 Design
Guidelines
83 PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES This chapter identifies standards and guidelines to ensure that all future development is consistent with the vision, principles, and policies outlined for the PHD Specific Plan Area. The standards establish minimum requirements, and the guidelines provide direction, while also allowing for flexibility.
The chapter is divided into the following sections:
• Travel Ways
• Pedestrian Amenities
• Street Design
• Parks, Recreation and Open Spaces
• Site Layout and Design
• Building Design
84 5.1 TRAVEL WAYS
Overarching multimodal transportation goals for
the PHD Specific Plan Area include the following.
• Create a system of safe, interconnected
travel ways for all modes.
• Promote walking and biking.
• Facilitate resident and employee access
to and from the PHD Specific Plan Area via
transit.
• Promote slow vehicle speeds in residential
neighborhoods.
• Improve connections to destinations
within and near the PHD Specific Plan
Area.
• Provide universal access for all ages and
abilities.
• Facilitate provision of emergency services.
• Accommodate emerging transportation
and micro-mobility modes.
• Prioritize use of curb space for multi-
function and high turnover purposes.
Standards and guidelines to implement these
broader goals are organized into topic areas
related to vehicle travel ways, on-street parking,
bicycle lanes, transit facilities, and intersections.
More specific guidance by street and street type
(with street sections and plans) is provided in the
“Street Design” section of this chapter.
Standards
5.1.1.1 Provide 10-foot-wide travel lanes on all
roadways within the plan area.
5.1.1.2 Provide 12-foot-wide left-turn pock ets/
center turn lanes on Patrick Henry
Drive and Old Ironsides Drive. For any
additional left turn pockets allow a
minimum of 10-foot-wide turn lanes.
5.1.1.3 In the event VT A re-establishes bus
routes on internal roadways, left-turn
pockets/center turn lanes can reduce
to a minimum of 10-foot and travel
lanes can become 11 feet so that
the lane can be shared by standard
vehicles, buses, and/or shuttles.
5.1.1.1 - 10-foot-wide Travel Lanes
5.1.1.2 - 12-foot-wide Center Turn Lanes
5.1.1 Vehicle Travel Ways
Intent: Create and maintain complete streets that promote safe conditions and comfortable access and travel for users of all ages and abilities by managing vehicle traffic speeds, promoting walkability, incorporating bicycle facilities, and integrating bus or shuttle transit.
85 PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Guidelines
5.1.1.4 Where enough space e xists in the right-
of-way, allocate space to center turn
lanes and narrow vehicle lanes to create
sufficient space for U-turns, discourage
speeding, and calm traffic.
5.1.1.5 Employ traffic-calming techniques to
slow vehicle traffic on shared streets
and increase pedestrian and cyclist
safety. Options may include:
• Patterned pavement (see Figure
5.1.1.5A);
• Mid-block crosswalks (see Figure
5.1.1.5B);
• Speed bumps with mid-block
crosswalks;
• Bollards;
• Rumble strips (see Figure 5.1.1.5C);
and
• Gateway elements.
5.1.1.5A- Patterned Pavement
5.1.1.5B - Mid-block Crosswalk on Slow Street
5.1.1.5C - Rumble Strip Along Travel Lanes
86 5.1.2.1 - Eight-foot-wide On-street Parking
5.1.2.2A - Stormwater Planters in Between Parking Spaces
5.1.2.2B - Permeable Pavers for Stormwater Management
5.1.2 On-S treet Parking
Intent: Create on-street parking lanes in
designated areas to serve residents and
businesses and to provide additional
protection from vehicular traffic for cyclists.
Standards
5.1.2.1 Provide eight-foot-wide on-street
parallel parking lanes on Old
Ironsides Drive and New Roadways.
Allow eight-foot-wide occasional
drop-off/delivery locations on
Patrick Henry Drive.
5.1.2.2 Provide stormwater planters in
between parking spaces in mid-
blocks.
87 PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Guidelines
5.1.2.3 Allow parking spaces to be used for
parklets and flexible uses, including
seating, dining, habitat or interpretive
areas, public art, etc.
• Allow parklets at least 25 feet in
length to create outdoor seating
spaces. Design and maintain parklets
as a partnership between the City
and local businesses, residents, or
neighborhood associations; and
• During special event days and
underutilized periods, re-purpose
parking spaces as temporary open
spaces.
5.1.2.4 Consider installation of permeable
interlocking concrete pavers for parking
spaces for stormwater management and
traffic calming.
5.1.2.5 Where possible , allow excess roadway
between parking and travel lanes to
be re-purposed as parking assist areas
to allow doors to be opened and for
vehicles to enter and exit spaces.
5.1.2.3A - Parklets
5.1.2.3B - Parklets with Outdoor Dining
5.1.2.4 - Permeable Pavers
5.1.3.2 - Class IV Seperated Bikeway
5.1.3.3A - Class IV Seperated Bikeway with Planters
5.1.3.3B - Colored Pavement in Class IV Seperated Bikeway 88 5.1.3 Bicycle Facilities
Intent: Create bicycle facilities that
maximize safety, minimize the potential
for conflict, and are comfortable to
use for people of all ages and abilities.
Bicycle facility width standards shall be
based on available right-of-way and best
practices.
Standards
5.1.3.1 Design bicycle facilities per Caltrans
and NACTO Standards.
5.1.3.2 Include Class IV seperated bik eways on
Patrick Henry Drive and Old Ironsides
Drive to be consistent with the Bicycle
Master Plan.
5.1.3.3 Design Class IV seperated bik eway
with the following considerations:
• Provide bicycle lane facilities along
the curb to the right of traffic flow;
• On Old Ironsides Drive and Patrick
Henry Drive, design Class IV
seperated bikeway to be five feet
wide with a three-foot-wide buffer
with bollards;
• Provide three-foot-wide buffers next
to parallel parking to allow cyclists to
ride outside the door zone;
• Install bollards every eight feet
(measured center-to-center) at the
outer edge of the three-foot striped
buffer space to maximize flat space
for bicycles
89 PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Guidelines
5.1.3.6 Explore installation of permeable
interlocking concrete pavers for bike
lanes at roadway level.
5.1.3.7 Explore placing bicycle lanes at
sidewalk level.
• Use colored pavement in areas
where conflict is more likely,
including intersections and transition
zones.
5.1.3.4 Allow gutter pans as part of bicycle lane
design.
5.1.3.5 R equire New Roadways and Slow
Streets to be shared streets with
marked, shared Class III bicycle
boulevards as per MUTCD standards.
5.1.3.5 - Class III Bicycle Boulevards
5.1.3.6 - Permeable Pavers in Bike Lanes
5.1.3.7 - Elevated Bike Lanes
5.1.4.2 - Far Side Bus Stop
90 Standards
5.1.4.1 Provide 11-foot roadways if needed to
accommodate any future VTA service.
Guidelines
5.1.4.2 R elocate all near-side shuttle/bus
stops to the far side of intersections
to improve safety for pedestrians and
efficiency of travel. Where bicycle lanes
overlap with bus zones, demarcate
green stripe for the bicycle to show a
mixing zone to allow for the travel lane
to be shared between bicycle and bus.
(See Figure 5.1.4.2 – Far Side Bus Stop).
5.1.4.3 Along VT A routes, work with VTA to
install transit amenities like shelters,
seating, trash cans, real-time bus
information system at transit stops.
5.1.4.4 Install bus stops in accordance with VT A
guidelines.
5.1.4 T ransit Facilities
Intent: Provide facilities that promote
transit and shuttle ridership, enhance
passenger comfort and safety
and supports compact, intensified
development.
91 PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.1.5 Intersections
Intent: Create compact intersections
and smaller turning radii that increase
pedestrian safety by shortening crossing
distances, increasing pedestrian visibility,
and decreasing vehicle turning speed.
Standards
5.1.5.1 Program pedestrian signals to allow
enough time for all pedestrians to cross
the street. Pedestrian signal timing
should be consistent with the California
MUTCD.
Guidelines
5.1.5.2 A void free-flowing traffic movement,
including right turns, and pedestrian
movements at intersections to increase
safety for all.
5.1.5.3 Design corner bulbouts at intersections
to function as pocket plazas with
pedestrian amenities, such as
landscaping, art, seating, trash
receptacles, and bicycle racks.
5.1.5.4 Allow curb e xtensions (bulbouts) to
extend the pedestrian zone into the
parking lane to narrow the roadway and
provide additional pedestrian space at
key locations.
5.1.5.5 Safety lighting should be provided at
one intersection corner. It is preferred to
provide a safety light for each crosswalk
at an intersection corner.
5.1.5.2 - Safer Pedestrian Crosswalk
5.1.5.4 - Bulbouts at Intersection
93 PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.2 PEDES TRIAN AMENITIES
The following overarching goals will help create
a safe, comfortable pedestrian environment
throughout the PHD Specific Plan Area.
• Create easily navigable crosswalks.
• Establish well-maintained landscaping and
stormwater management features.
• Provide pedestrian amenities.
• Incorporate gateway and wayfinding
elements.
Standards and guidelines to implement these
broader goals are organized into topic areas
related to pedestrian zone, crosswalks, amenity
zones that include landscaping, street furniture,
and gateway signage and wayfinding, and
public-private interface. More specific guidance
by street and street type (with street sections and
plans) is provided in the “Street Design” section
of this chapter.
Pedestrian Amenities
Planter Wells Between Sidewalk and Roadways Safer Crosswalks
5.2.1.1 - Clear Walkways for Pedestrians
5.2.1.A - Mixed-use Pedestrian Zone
5.2.1.B - Residential Pedestrian Zone
5.2.1 P edestrian Zone
Intent: Design infrastructure and
pedestrian amenities to activate the
public realm and augment safety for
pedestrians of all ages and abilities.
Safety improvements include creating
a pedestrian zone that are continuous,
wide, and canopied with trees; painted
crosswalks with directional ramps and
reduced distances; and curb bulbouts.
Standards
5.2.1.1 Have clear , contiguous, and
unobstructed seven-foot ADA
accessible walkways on both sides of
the streets except in areas constrained
by above-grade utility structures
where a five-foot-wide walkway are
acceptable.
5.2.1.2 Create 20-foot-wide continuous
pedestrian zone on Patrick Henry Drive
and Old Ironsides Drive, inclusive of
the walkway, amenity zone and activity
frontage.
5.2.1.3 Ensure that all other streets in the PHD
Specific Plan Area to have continuous
pedestrian zone with a width of at least
10 feet.
94 95
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.2.1.4 Design the amenity zone along the
edge of the curb to include planters
and street furniture. Ensure walkways
are clear of obstruction and meets ADA
standards.
5.2.1.5 Provide streetscape elements, such
as seating, trash receptacles, bicycle
parking, streetlights, pedestrian
lights, traffic signals, street signage,
street trees, and planting areas in the
amenity zone located on the curbside
areas adjacent to the roadway.
5.2.1.6 Where necessary to accommodate
ADA-accessible sidewalks,
streetscapes, and amenities in
constrained rights-of-way, create an
easement in the private realm between
the sidewalk and building edge to
accommodate street trees, furniture,
and utilities.
Guidelines
5.2.1.7 Design pedestrian zone adjacent to
ground-floor retail, flex space, and
community space to be used as an
active place of commerce, outdoor
dining, informal food kiosks, etc.,
especially on streets with generous
sidewalks and adjacent land uses that
contribute to active street life.
5.2.1.8 Minimize the use of curb cuts and
driveways along pedestrian zones
to reduce the impact on pedestrian
movement and to improve the overall
quality of the pedestrian environment.
Driveways should have a spacing of at
least 150 feet where feasible.
5.2.1.9 Explore use of permeable interlocking
concrete pavers for non-vehicular
pavement.
5.2.1.5 - Streetscape Amenities Along Curbside
5.2.1.6 - Easements to Accomodate Street Furniture
5.2.1.9 - Permeable Pavers in Sidewalks
5.2.2.1 - Three-foot Deep Detectable Warning Surface
5.2.2.2 - Directional Ramps with ADA Access
5.2.2 Crosswalks
Intent: Provide clearly marked crossings
that help pedestrians move safely,
conveniently, and predictably across
roadways. When treated with decorative
paving material, crosswalks also create
a unique streetscape design that
emphasizes a pedestrian’s presence and
unifies design treatments throughout the
district.
By law, crosswalks are required at all
approximately right-angle intersections
unless the pedestrian crossing is
specifically prohibited.
Standards
5.2.2.1 Provide clearly mark ed crosswalks at
any signalized intersections and at
intersections of key streets.
• Install continental crosswalks (high-
visibility roadway markings using
thick vertical striping) at uncontrolled
intersections to improve pedestrian
safety;
• Crosswalks must be at least 12 feet
wide (10 feet clear between stripes);
and
• In locations with high pedestrian
demand or existing narrow
crosswalks, allow crosswalks to be
wider.
5.2.2.2 Ensure all crosswalk s have directional
ramps that meet ADA standards:
5.2.2.3 Ensure crosswalk s are designed
to establish clear sight lines for
pedestrians and vehicles approaching
the crosswalk.
5.2.2.4 Prevent landscaping from encroaching
on the crosswalk access path.
96 97
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.2.2.5 - Permeable Pavers in Crosswalks
Guidelines
5.2.2.5 Explore using special crosswalk paving
material such as permeable interlocking
concrete pavers at key intersections to
heighten visibility and support a distinct
identity for the area.
5.2.2.6 Enhance crosswalk s with additional
signage and pavement markings to
improve safety for pedestrians and
vehicles.
5.2.3.1 - Planters Along the Edge of Curb
5.2.3 Landscaping
Intent: Use street trees and landscaping
along corridors to beautify the
streetscape, act as a buffer between
vehicular traffic and pedestrians and
cyclists and provide the environmental
benefits of heat island reduction and
carbon sequestration. Create and
maintain a streetscape system that
captures stormwater runoff, filters
pollutants, replenishes groundwater
supplies, and supports the City’s
environmental goals.
Standards
5.2.3.1 L ocate minimum 60-inch-wide planter
areas within the amenity zone to
provide a safety buffer for pedestrians.
Where right-of-way is constrained, allow
tree grates.
5.2.3.2 Maintain at least a 12-foot vertical
canopy clearance from the sidewalk
elevation to the tree understory. Provide
clear emergency and service access that
does not block light from pedestrian-
scale streetlights.
5.2.3.3 Plant trees 20 to 40 feet apart
to maintain consistent shade for
pedestrian and cyclists.
5.2.3.4 R equire that property owners of new
development projects be responsible for
maintaining landscaping and new street
trees within public parkways.
98 99
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.2.3.5 L ocate all trees consistent with
required utility offsets.
5.2.3.6 Any landscaping within 10 feet of a
driveway or within a visibility sight
triangle must be less than 3 feet or
greater than 10 feet in height.
5.2.3.7 Ensure trees and landscaping do not
obstruct the visibility of any pedestrian
signage or transit facilities.
5.2.3.8 Maximize opportunities for installation
of stormwater planters in pedestrian
zone and in between on-street parking
spaces in accordance with the City’s
Green Stormwater Infrastructure Plan
(GSI Plan) standards.
• Install stormwater tree well filter
system consisting of an excavated
pit or vault that can be filled with
bio-retention soil media, planted
with a tree and underlain with drain
rock and an underdrain pipe in the
amenity zones next to the edge of
the curb.
• Incorporate bio-retention areas
that consist of a ponding area,
mulch layer, plants, and a special
bioretention soil media, underlain
by drain rock and an underdrain, if
required in between parking spaces.
• Incorporate stormwater bio-retention
system in the curb extension or
bulbouts that extends into the
roadway. Potential locations are
intersection bulbout, mid-block and
in-between on-street parking spaces.
5.2.3.8A - Stormwater Planters in Pedestrian Zone
5.2.3.8B - Stormwater Planters in Bulbout
5.2.3.8C - Stormwater Planters in Parking Bulbout
5.2.3.9 - Use of Structural Soil Underneath Sidewalk
5.2.3.10 - Tree Canopy
Guidelines
5.2.3.9 Where the parkway planting strip is
constrained to five feet or less, explore
the use of structural soil in planting
strips and under sidewalks in lieu of
standard aggregate base. Where used,
such structural soil should be at least
three feet deep and eight feet long.
5.2.3.10 Select tree species that are climate
appropriate; emphasize shade; reduce
heat gain, light and glare impacts; and
minimize future maintenance.
5.2.3.11 Consider locating street trees within
bulbouts in parking lanes where
pedestrian zones are narrow, or to
create a double row of trees at key
locations. Ensure trees do not obstruct
clear sight lines for vehicular movement.
5.2.3.12 Consider installation of porous
pavement into a gravel-filled storage
area prior to infiltrating into underlying
soils. This can include permeable
interlocking concrete pavers. These
pavers can be installed in sidewalks,
crosswalks, plazas, on-street parking
surfaces, driveways, and Class IV
seperated bikeways.
100
101
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.2.4 S treet Furniture
Intent: Provide amenities and features
that encourage pedestrians to stop,
gather, and enjoy the street and that
provide a comfortable environment for
non-motorized travel. Street furniture
elements include benches and seating,
bollards, flower stands, kiosks, public
art, signs, refuse/recycling bins, and
similar features.
Standards
5.2.4.1 Ensure street furniture does not obstruct
the five-foot clear walkways and is
placed inside the amenity zone.
5.2.4.2 Site street furniture:
• At least two feet from any driveway
or wheelchair ramp and five feet from
the ramp landings;
• Eighteen inches minimum from the
curb;
• Five feet minimum from any fire
hydrant and at least two feet from a
standpipe; and
• At least eight feet from any transit
loading and unloading areas.
5.2.4.1 - Street Amenities Clear of the Walkways
5.2.4.3 S treet lighting, including roadway
and pedestrian lighting in the public
right-of-way, will be installed per
the following SVP standards. Any
deviation or additional lighting shall be
handled by special facility agreement
with developer(s) for a lighting district
where the developer owns and
maintains the lighting within the public
right of way with the approval of SVP.
• SVP street lighting standard is a 30-
foot pole with an 8-foot mast arm
with LED fixture.
• Ensure street lighting does not
impede access to buses or shuttles
at transit stops.
5.2.4.4 Provide refuse and recycling receptacles
at regular intervals to help keep the
streets and pedestrian zone clean and
free from litter. As a preference, select
receptacles that include separate but
adjacent bins for refuse and recyclables,
with the separate purposes clearly
identified. Receptacles should be sited
according to the following guidelines:
• Provide a maximum of one
receptacle every 200 feet along
streets. Additional receptacles
should be provided only if a private
sponsor provides continued
maintenance;
• Provide one receptacle at each
corner of intersections; and
• Locate receptacles clear of the ADA
accessible path of travel.
5.2.4.3 - Pedestrian-oriented Lighting
5.2.4.4 - Trash Receptacles
102
103
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.2.4.5 Provide bicycle parking and lock er
facilities on development sites
consistent with VTA Bicycle Technical
Guidelines and CALGreen requirements:
• Ensure parking and locker facilities
are at the main entrance or highly
visible areas
• Ensure at least three feet of
clearance between bicycles parked
at racks and any other street
furniture;
• Where pedestrian zones are wide
enough, design bicycle racks
that allow parked bicycles to be
perpendicular to the curb and not
projecting into pedestrian pathways.
Where this space is not available,
bicycle racks should be positioned
parallel to the curb;
• Bicycle racks may be placed at either
edge of a tree basin but must be a
minimum of two feet from the edge
to allow a person to easily pull the
bicycle in and out; and
• Ensure racks offer a minimum of two
points of support for bicycles.
5.2.4.5A- Bicycle Parking on Sidewalks
5.2.4.5B - Bicycle Parking Clear of ADA Sidewalks
Guidelines
5.2.4.6 Provide a variety of seating in different
locations and arrangements to enhance
pedestrian comfort and facilitate
leisurely activity:
• Consider a variety of seating,
including benches, seat walls, and
elements integrated into other
furnishings, such as planters;
• Prioritize seating in mixed-use
commercial areas, at or near transit
stops, adjacent to active spaces,
and at a key node; and
• Consider moveable seating that
allows for flexibility and increased
comfort along New Roadways, and
Slow Streets.
5.2.5 Gateway Signage and
Wayfinding
Intent: Use signage that helps street
users navigate the public realm in
ways that reinforces each segment’s
unique character, emphasizes key
locations or destinations, and promotes
neighborhood identity.
Standards
5.2.5.1 Install signage and amenities at
gateway intersections and at or near
the entrance to multi-use trails, such
as the Calabazas Creek Trail, Hetch
Hetchy, Patrick Henry Drive, and Old
Ironsides Drive to provide a sense of
arrival for automobiles, pedestrians, and
cyclists. Provide for these features to be
elegantly designed and contributory to
the character of the area.
5.2.5.2 Employ public signage for vehicular ,
pedestrian, and cyclist wayfinding to
transit facilities and nearby destinations.
Guidelines
5.2.5.3 Create well-defined gateways using
distinctive signage, plant selection and
placement, and public art.
5.2.5.4 Coordinate colors, shapes, and graphics
of signage with the signage system of
the City of Santa Clara.
5.2.5.1 - Gateway Signage
5.2.5.2 - Wayfinding
5.2.5.3 - Public Art
104
105
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.2.6 Public-Private Interface
Intent: Use creative design approaches
that integrate the public and private
realms in a manner that emphasizes
pedestrian accommodation and creates
a recognizable, defined district.
Standards
5.2.6.1 R equire the planting of trees within the
private realm where the right-of-way is
too constrained to accommodate street
trees in the amenity zone.
5.2.6.2 R estrict fences along the residential
units to no higher than three feet so that
they do not create a barrier between the
public and private realms.
5.2.6.3 Planting trees and landscaping within
the front setbacks of residential uses to
provide additional shade and amenities
to pedestrians.
Guidelines
5.2.6.4 Establish easements for sidewalk s and
bus stops where the right-of-way is
constrained.
5.2.6.5 Use residential setback s fronting streets
to encourage the design of raised
porches and entrances to keep “eyes on
the street.”
5.2.6.1 - Porches Help Provide Privacy and Security
5.2.6.2 - Restrict Fences to Three-feet High
106
107
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.3 STREET DESIGN
Overarching multimodal transportation and
street design goals for the PHD Specific Plan
Area include the following.
• Facilitate resident and employee access
to and from the PHD Specific Plan Area
via transit.
• Create a system of safe, interconnected
travel ways for all modes.
• Promote walking and biking.
• Facilitate slow vehicle speeds in
residential neighborhoods for safety.
• Improve connections to destinations
within and near the PHD Specific Plan
Area.
• Ensure universal access for all ages and
abilities.
• Facilitate provision of emergency services.
• Provide on-street parking for businesses
and residents.
• Improve transit service and facilities.
• Accommodate emerging and evolving
transportation modes.
All street cross-sections and figures shown in
this section of the PHD Specific Plan depict the
intent and vision for the individual rights-of-
way. Should conflicts with utilities or easements
make the right-of-way cross sections infeasible,
adjustments to cross sections may be approved
at the discretion of the Director of Community
Development.
108
5.3.1 P atrick Henry Drive
Intent: Patrick Henry Drive will be
redesigned to have a more efficient use
of space and balance infrastructure
for different modes of travel, including
automobiles, shuttles, bicycles, and
pedestrians. Patrick Henry Drive
will continue to be the primary route
into and out of the PHD Specific Plan
Area, providing access to new parks,
residences, commercial uses, and
community amenities.
109
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Key map 5.3.1A - Patrick Henry Drive Location 1 - Existing
5.3.1B - Patrick Henry Drive Location 2 - Existing
5.3.1C - Patrick Henry Drive Location 3 - Existing
Location 1
Location 2
Location 3
5.3.1D - Patrick Henry Drive Location 1 - Proposed Prototypical Option
5.3.1E - Patrick Henry Drive Location 1 - Proposed Prototypical Plan View Option 110
111
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.3.1F - Patrick Henry Drive Location 2 - Proposed Prototypical Option
5.3.1G - Patrick Henry Drive Location 2 - Proposed Prototypical Plan View Option
5.3.1H - Patrick Henry Drive Location 3 - Proposed Prototypical Option
5.3.1I - Patrick Henry Drive Location 3 - Proposed Prototypical Plan View Option 112
113
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Standards
5.3.1.1 Provide 10-foot-wide travel lanes on
either side of the street, with a 12-foot-
wide two-way left-turn lane.
5.3.1.2 Install an eight-foot-wide Class IV
seperated bikeway, including a three-
foot-wide striped buffer zone with
bollards to allow space between cyclists
and vehicular traffic.
5.3.1.3 Create a 20-foot-wide continuous
pedestrian zone including seven-foot
wide clear walkway; and an amenity
zone along the curb for trees, planters
and street furniture. Allow 5-foot
walkways where above-grade utility
structures are present. Mixed-use
frontages shall also include an activity
zone adjacent to the building.
Guidelines
5.3.1.4 Allow installation of pick -up/drop-
off locations for rideshare and other
vehicles per City discretion.
5.3.1.5 Ensure pick -up/drop-off locations are
located near the parcel lines to facilitate
sharing between properties to minimize
impacts to pedestrian zone and amenity
zone and to avoid conflict with bicycle
facilities.
5.3.1.3A - 20-foot-wide Pedestrian Zone
5.3.1.3B - Variety of Amenities in Pedestrian Zone
5.3.2 Old Ironsides Drive
Intent: Old Ironsides Drive has a
generous right-of-way and curb-to-
curb width that will allow the road to
accommodate vehicle traffic, on-street
parking, seperated bicycle facilities,
street trees, and creative streetscape
design for street activations.
5.3.2A - Old Ironsides Drive Location 1 - Existing
5.3.2B - Old Ironsides Drive Location 2 - Existing
Key map
Location 1
Location 2
114
115
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.3.2C - Old Ironsides Drive Location 1 - Proposed Prototypical Option
5.3.2D - Old Ironsides Drive Location 1 - Proposed Prototypical Plan View Option 10’ Setback for
residential building;
no setback for office
building
5.3.2E - Old Ironsides Drive Location 2 - Proposed Prototypical Option
5.3.2F - Old Ironsides Drive Location 2 - Proposed Prototypical Plan View Option 116
10’ Setback for
residential building;
no setback for office
building
117
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Standards
5.3.2.1 Maintain 10-foot-wide travel lanes on
either side of the street, with a 12-foot-
wide two-way left-turn lane.
5.3.2.2 Install an eight-foot-wide Class IV
seperated bikeway, including a
three-foot-wide striped buffer zone
with bollards to allow space between
cyclists and vehicular traffic.
5.3.2.3 Install an eight-foot-wide on-street
parking lane on both sides of the street.
5.3.2.4 Allow stormwater planters and trees in
bulbouts.
5.3.2.5 Install 20-foot-wide continuous
pedestrian zones and ensure seven-feet
wide clear walkway at all time for ADA
accessibility. Design amenity zone along
curbside to include trees, planters and
street furniture.
Guidelines
5.3.2.6 Allow planters inside the amenity zone
as bio-retention areas
5.3.2.7 Allow parking spaces to be used as
pick-up/drop-off locations.
5.3.2.2 - Class IV Seperated Bikeway
5.3.2.3 - Parking with Planters
Standards
5.3.3.1 Allow for 10-foot-wide travel lanes on
either side of the street.
5.3.3.2 Provide mark ed, shared Class III bicycle
boulevards on new roadways with
shared lane markings as per MUTCD
standards
5.3.3.3 R equire eight-foot-wide on-street
parking lane on both sides of the street.
5.3.3.4 Allow stormwater planters and trees in
bulbouts.
5.3.3.5 Install continuous 12-foot-wide
pedestrian zone, including a seven-foot
wide clear ADA accessible walkway.
Design amenity zone along curbside
to include trees, planters and street
furniture.
5.3.3 New R oadways
Intent: New Roadways will be private
roadways that contribute significantly
to the pedestrian- and bicycle-friendly
character of the street environment by
providing tree-shaded, traffic-calmed
travel ways. The New Roadway design
is flexible and will vary based on several
factors, including the unique needs of
uses fronting the street, smooth traffic
regulation, and the amount of through
and destination traffic.
5.3.3A - New Roadways - Option 1 - Potential Short term 118
Guidelines
5.3.3.7 Allow planters inside the amenity zone
as bio-retention areas.
5.3.3.8 Encourage use of permeable
interlocking concrete pavers in on-street
parking surfaces to enhance traffic
calming measures.
119
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.3.3B - New Roadways - Option 1 - Potential Prototypical Long term
5.3.3C - New Roadways - Option 1 - Potential Prototypical Long Term Plan View
5.3.3E - New Roadways - Option 2 - Proposed Prototypical Long term
5.3.3D - New Roadways - Option 2 - Proposed Prototypical Short term 120
121
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Standards
5.3.4.1 Allow one 10-foot-wide travel lane on
either side of the street.
5.3.4.2 Design streets to be curbless to
encourage pedestrians and cyclists to
use the entire right-of-way
5.3.4.3 Use seating with seat walls, planters,
pedestrian lighting, bicycle parking,
bollards or other amenities to
provide separation and protection for
pedestrians from moving traffic.
5.3.4.4 Design Slow S treets with Class III bicycle
boulevards, with shared lane markings
as per MUTCD standards.
5.3.4.5 Devote space to generous landscaped
and widened sidewalks.
5.3.4.6 Provide 15-foot wide continuous
pedestrian zone, including a seven-feet
wide ADA accessible walkway all along
the street. Design amenity zone along
the edge of the travel lane to provide
buffer. Include trees and planters inside
the amenity zone.
5.3.4 Slow S treets
Intent: Private Slow Streets are low-
traffic-volume roadways intended
specifically to promote pedestrian- and
bicycle-friendly conditions and contribute
to neighborhood character by providing
tree-shaded, traffic-calmed streets. The
street design allows a variety of uses
and flexible spaces that can be used as
spaces for temporary kiosks, gathering,
and public art.
5.3.4.1 - Shared Travel Lane
5.3.4.2 - Curbless Street
122
5.3.4.6 - Amenity Zone
123
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.3.4.7 Install mid-block crosswalk s with
directional ADA ramps where the
distance between the crosswalk is
more than 300 feet long to facilitate
crossings for visually impaired people.
5.3.4.8 Include a variety of programmed
spaces in or adjacent to Slow Streets
wherever space allows. Spaces may
accommodate children’s play areas,
basketball hoops and, landscaping.
Design Slow Streets with flexibility such
that they can be used differently at
different times.
Guidelines
5.3.4.9 Encourage use of permeable
interlocking concrete pavers in the
roadway and parking surfaces to
enhance traffic calming measures.
5.3.4.10 Install eight-foot-wide on-street pick -up/
drop-off locations inside the amenity
zone on both sides of the street. Limit
the drop off spaces to one or maximum
two spaces.
5.3.4.10 - Permeable Pavers
5.3.4.7 - Mid-block Crosswalk
5.3.4.11 - Parking for pick-up/drop-off
5.3.4A - Slow Streets - Proposed Prototypical Option
5.3.4B - Slow Streets - Proposed Prototypical Plan View Option 124
125
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.3.4C - Slow Streets along Central Neighborhood Park - Proposed Prototypical Option
5.3.4D - Slow Streets along Central Neighborhood Park - Proposed Prototypical Plan View Option
126
5.3.4E - Slow Streets along Central Neighborhood Park - Proposed Prototypical Option - Alternative
127
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
128
129
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.4 P ARKS, RECREATION
AND OPEN SPACES
A robust network of parks and open spaces
connected by pedestrian and bicycle pathways
will support the PHD Specific Plan Area as it
transforms into a high-density residential mixed-
use neighborhood (see Figure 4.5: Parks and
Greenways). The standards and guidelines in
this section support the City’s overarching parks,
recreation and open space goals and serve
future residents by providing diverse outdoor
environments and experiences. The open space
system includes the following types of facilities.
• Publicly Dedicated Parkland
• Privately-owned public open spaces
(POPOS)
• Community Gardens
• Plazas
• Greenways, and Trail Connections
Active Open Space with Games
Neighborhood Park Activated Urban Plaza
5.4.1 P arkland Dedication
Intent: Public parks support the quality
of life for all City residents and serve the
day-to-day needs of those who work and
live in the PHD Specific Plan Area.
Parks will be designed and programmed
in consultation with the City Parks and
Recreation Department and Parks and
Recreation Commission with public
input. Developers will enter into a park
design and construction agreement
with the City. Developers will also enter
into a park maintenance agreement
with the City or participate in a CFD or
other mechanism to pay for ongoing
maintenance and capital renewal of the
parks.
Standards
5.4.1.1 Ensure all public park s are at least
one acre in size to provide adequate
space for seating and gathering areas,
programming, and flexible use turf
areas. Property owners may dedicate
less than one acre in an instance where
parkland straddles parcel lines and
dedications are adjacent. The combined
parkland dedication in these instances
must be at least one acre.
• Programming for public parks may
include courts, fields, seating,
picnic tables, exercise equipment,
off-leash dog areas and, other
features appropriate to high-density
residential neighborhoods and
subject to Section 17.35.070
• Property owners can design and
develop parkland for specialized
uses (e.g., art park) with approval
from, and in collaboration with,
the City Parks and Recreation
Department.
5.4.1.2 Ensure opportunities for public art in
park and plaza design.
5.4.1.1A - Flexible Use Turf Area
5.4.1.1B - Open Spaces and Landscaped Plazas
5.4.1.2 - Public Art in Open Space
130
131
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Guidelines
5.4.1.3 Design park s to be seamlessly
connected to the PHD Specific Plan
Area’s network of greenways, streets,
and trails, including the Calabazas
Creek Trail and the planned trail along
the Hetch Hetchy right-of-way.
5.4.1.4 Plan, design, and program the public
parks to be complementary and
feature unique elements not found
in other PHD Specific Plan Area open
spaces and consistent with 17.35.070.
Generally, the parks should be
designed and programmed as follows:
• The neighborhood park near
the middle of the PHD Specific
Plan Area shall have pathways
connecting east-west and north-
south, include amenities that
support the community uses along
the park, and provide plentiful
seating and play areas for all ages;
• The southwest park shall connect to
the Calabazas Creek trail and provide
facilities for active recreation, such as
sports courts or fields; and
• The northeast park (in Scenario A
only) shall connect to the Hetch
Hetchy right-of-way and Great
America Parkway and provide a
hardscaped area with flexible seating
and gathering areas.
5.4.1.5 Include amenities in park s that support
the comfort of users, including shaded
seating areas, movable furniture, and
water fountains/bottle filling stations.
5.4.1.6 Ensure park s provide space and
amenities for both passive and active
recreation and encourage flexible
spaces that can be used for multiple
activities at different times.
5.4.1.7 Use climate-appropriate and native tree
and plant species for landscaped areas
to minimize maintenance and water
requirements.
5.4.1.3 - Open Spaces with Amenities
5.4.1.6 - Play Areas for all Age Groups
5.4.2 Privately Owned Public Open
Spaces (POPOS)
Intent: Property owners and residential
developers are required to provide
publicly accessible spaces on private
parcels, as outlined in Chapter 4. These
open spaces shall be privately owned
and maintained and open for the general
public access.
Standards
5.4.2.1 Ensure all POPOS are at least 30 feet
wide and 1,000 square feet in size.
5.4.2.2 R equire that any pedestrian path
through the site be at least five feet
wide.
5.4.2.3 Use climate-appropriate and native tree
and plant species for landscaped areas
to minimize maintenance and water
requirements, consistent with the City’s
Water Efficient Landscape Ordinance.
Guidelines
5.4.2.4 Site or connect POPOS to the street
level to provide easy public access.
5.4.2.5 Site and design POPOS to ensure direct
sunlight at least four hours per day and
to minimize shadows from adjacent
buildings.
5.4.2.6 Design spaces to provide space for
outdoor social activities and amenities
suited to high-density residential
development, such as play spaces and
off-leash dog areas.
5.4.2.4 - Open Space with Access to Direct Sunlight
5.4.2.6A - Open Space with Seating
5.4.2.6B - Off-leash Dog Area
132
133
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.4.3 Community Gardens
Intent: As an added amenity for high-
density residential neighborhoods and
developments, the City and/or property
owners may provide community gardens
for residents’ use. These guidelines
outline recommended community
garden siting, design, and maintenance.
Guidelines
5.4.3.1 Incorporate community gardens or
planters in public parks and POPOS
throughout the neighborhood.
5.4.3.2 Design planter beds to be at least three
feet by six feet. Consider the use of
raised beds for ideal draining.
5.4.3.3 As space allows, include a mix of planter
bed sizes to accommodate different
user needs and preferences.
5.4.3.4 Site garden beds and plots to have sun
exposure six to eight hours per day.
5.4.3.5 Set back any planter beds along
amenity zone or in bulbouts at least two
feet from the curb face to allow safe
gardening and room for car doors.
5.4.3.6 Provide easy access to water to irrigate
planting beds.
5.4.3.1 - Planter Beds Along Sidewalk
5.4.4 Plazas
Intent: Plazas are hardscape urban
open spaces that serve as neighborhood
activity nodes and provide spaces for
social gatherings, small events, and
commerce. These spaces complement
parks and other landscaped and turf
areas and can activate the ground-floor
urban environment.
5.4.4.1 - Plaza Adjacent to Ground-floor Retail
5.4.4.2 - Landscaped Plaza with Seating
5.4.4.3 - Plaza Amenities
Standards
5.4.4.1 Site plazas along pedestrian zones,
and active corridors; at activity nodes;
gateways; adjacent to ground-floor
retail, flex, or community uses; and
within setbacks and/or over existing
utility easements.
5.4.4.2 Provide for plazas to connect to
adjacent streets, paths, and greenways.
5.4.4.3 Provide amenities that encourage
informal, flexible, and creative use of
plazas and that support user safety.
Amenities may include pedestrian-
scaled lighting, benches or flexible
seating, shade structures, trees and
landscaping, water features, and public
art.
134
135
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Guidelines
5.4.4.4 Use special pavement design or
treatment to increase plaza visibility and
identity.
5.4.4.5 Encourage use of permeable
interlocking concrete pavers as part of
stormwater management.
5.4.4.6 Design plazas to be places for
community gathering, programming,
performances, and commerce.
5.4.4.7 Ensure that adjacent ground-floor uses
open onto the plazas and allow their
uses to spill out into the space, including
outdoor dining and retail.
5.4.4.4 - Plaza with Flexible Seating
5.4.4.6 - Community Gathering in Plaza
5.4.4.7 - Active Ground Floor Uses
5.4.5 Greenways
Intent: Greenways will be created
throughout the PHD Specific Plan Area
to improve connectivity and access
and to create a human-scaled setting.
These pathways facilitate pedestrian
and bicycle access to parks, trails, and
activity nodes. Located along alleys and
new development, these greenways
also create opportunities for on-site
stormwater filtration.
5.4.5.1 - Pedestrian Connection Between Buildings
5.4.5.2 - Greenway Connecting Community Amenities
5.4.5.5 - Pedestrian-scaled Lighting Along Greenway
Standards
5.4.5.1 Site greenways as shown in Figure
4.5A of the Open Space Framework
to provide pedestrian and bicycle
connections through large blocks, to link
destinations, and to enhance required
spaces between buildings.
5.4.5.2 Use greenways to connect park s and
open space and improve access to
trails, transit stops, activity nodes, and
other community amenities.
5.4.5.3 Create greenways that are at least 40
feet wide, with a preferred width of 40
to 60 feet to allow for paths of travel,
buffers, and emergency access.
5.4.5.4 Ensure clear pathways within
greenways are at least five feet wide.
5.4.5.5 Provide pedestrian-scaled lighting along
greenways for user safety and comfort.
5.4.5.6 Provide seating, refuse/recycling
receptacles, and other basic amenities
along greenways.
5.4.5.7 Provide 10-foot setbacks for all buildings
fronting on to the greenways.
136
137
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Guidelines
5.4.5.8 Encourage the use of bioswales along
the greenways to attenuate surface
run-off.
5.4.5.9 Incorporate landscaping, trees, and
community gardens along greenways.
5.4.5.10 R equire that design of buildings and
setbacks along greenways contribute
“eyes on the street” for safety to
activate these spaces.
5.4.5.9 - Well Landscaped Pedestrian Path
5.4.5A - Greenways - Proposed Prototypical Option
139
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.5 SITE LAYOUT AND
DESIGN
These standards and guidelines shape site layout
and design to achieve the following overarching
goals:
• Break up large parcels and blocks
and to create an improved pedestrian
experience;
• Create active and attractive ground-floor
relationships to the pedestrian zone; and
• Take advantage of natural heating and
cooling.
The following design standards and guidelines
are broken into individual segments for
residential, mixed-use, and office buildings.
Landscaped Residential Setback
Landscaping Within Active Alleyway Shared Pathway
5.5.1 Building and Block Organization
Intent: Organize buildings and
design sites to create interesting and
pleasant pedestrian environments with
convenient access and connections
through blocks to destinations
throughout the district.
Standards
For Residential, Mixed-use and Office
5.5.1.1 Encourage mid-block connectivity
through the block and across adjoining
streets such that the distance between
two pedestrian crossings is no more
than 330 feet or 1/16th of a mile to break
up the massing.
5.5.1.2 L ocate public open spaces and plazas
facing major streets to create social
gathering spaces that are welcoming,
visible and provide visual access into
the buildings or site.
For Residential and Mixed-use
5.5.1.3 Use alleys and greenways to break up
long blocks, enhance connectivity, and
create open spaces and stormwater
management features.
5.5.1.4 Provide connectivity and emergency
vehicle access next to cul-de-sacs by
connecting the “dead end” section of
the street with multi-modal paths for
pedestrians, cyclists, and emergency
vehicles.
5.5.1.5 Align and connect all new streets
created as part of large private
developments with existing adjoining
public streets.
5.5.1.1 - Mid-block Connection with Human-scaled Spaces
5.5.1.3 - Mid-block Alley
140
Guidelines
For Residential and Mixed-use and Office
5.5.1.6 L ocate parking lots and access to
parking to minimize passive pedestrian
edges along the streets.
141
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.5.2 Building Orientation
Intent: Orient buildings to maximize
internal access, create visual interest,
and avoid blank walls.
5.5.2.1 - Corner Orientation Addresses Both Streets
5.5.2.2 - Entries on Major Streets
5.5.2.5- Ground Floor Residential Uses
Standards
For Residential and Mixed-use
5.5.2.1 Ensure that corner buildings actively
address both streets with well-marked
and attractively designed pedestrian
entrances.
5.5.2.2 L ocate entries to retail flex spaces on
major mixed-use corridors (Patrick
Henry Drive and Old Ironsides Drive) to
activate the streets.
5.5.2.3 Orient end and corner units to both
the front and side façades to provide
for new building exteriors to relate
physically and visually to adjacent
existing and planned development.
For Office
5.5.2.4 L ocate pedestrian entries to office
buildings on Old Ironsides Drive and
Great America Parkway to activate the
streets.
Guidelines
For Residential and Mixed-use
5.5.2.5 For buildings with ground-floor
residential uses, locate kitchens and
living rooms— rather than bedrooms
and other more private areas—to
face streets to maximize privacy and
security.
5.5.3 Building Frontages and Setback s
Intent: Use setbacks to activate the
pedestrian environment by providing
and designing for outdoor cafe seating,
landscaping, and public art to create an
extended and activated pedestrian zone
environment.
5.5.3.1 - No setback for Mixed-use Buildings
5.5.3.3 - Residential Stoop
Standards
For Residential and Mixed-use
5.5.3.1 No setback is required for mix ed-use
buildings with ground-floor retail, flex
or community spaces on Patrick Henry
Drive and Old Ironsides Drive, except
where needed for flood control and
utility requirements.
5.5.3.2 Provide 10-foot setback s for all buildings
with ground-floor residences fronting on
to Patrick Henry Drive and Old Ironsides
Drive.
5.5.3.3 Provide minimum 10-foot building
setbacks on New Roadways and Slow
Streets to ensure wide clear pedestrian
zone and room for street-level activity.
5.5.3.4 Ensure buildings with residential
ground-floor uses are set back 10 feet
from greenways and creek trails.
5.5.3.5 No building setback is required for
residential-only buildings where the
width of the existing utility easment is 10
feet or more between the right-of-way
and building edge.
5.5.3.6 Design and program utility easements
along Patrick Henry Drive and Old
Ironsides Drive as setbacks. Consider
activating these spaces with amenities,
including public seating areas, small
plazas, and outdoor dining areas.
142
143
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.5.3.7 - No Setback for Office Buildings
5.5.3.8 Building Elements in Residential Setback
For Office
5.5.3.7 No setback is required for office
buildings.
5.5.3.8 - Balconies Projected in the Setback
Guidelines
For Residential and Mixed-use
5.5.3.8 The following building elements are
allowed to project horizontally into
the setback zone at the following
dimensions and at certain heights above
sidewalk grade:
• Enclosed or unenclosed building area
may project up to 3 feet, at a height
of at least 12 feet above sidewalk
grade;
• Architectural elements such as
cornices and shading devices may
project up to 2 feet and must be at
least 8 feet above sidewalk grade;
• Canopies and awning may project up
to 8 feet and must be at least 10 feet
above sidewalk grade;
• Steps, stoops, terraces, and patios
may project up to the full depth of
the setback and may be up to 48
inches in height; and
• Planting beds may project up to the
full depth of the setback and may
be raised up to 48 inches above
sidewalk grade.
5.5.4 Alleys and Service A ccess
Intent: Design alleys and service
access points to be functional, safe and
comfortable.
5.5.4.1 - Alleys to Serve Ground Floor Uses
5.5.4.2 - Alley Lighting for Safety and Decoration
Standards
For Residential, Mixed-use and Office
5.5.4.1 L ocate alleys and service areas that
serve development on rear or side
streets, as most practicable.
5.5.4.2 Provide adequate lighting in alleyways
for safety.
5.5.4.3 Where rear or side service access
through-traffic is infeasible due to parcel
configuration, allow access from Patrick
Henry Drive and Old Ironsides Drive
only in a manner that preserves safe
pedestrian movement and does not
impede through traffic flow on these
streets.
5.5.4.4 Limit curb cuts for service areas
accessed from Patrick Henry Drive and
Old Ironsides Drive, to 24 feet for two-
way vehicular access and 16 feet for
one-way vehicular access.
5.5.4.5 R equire that alleys required for
emergency vehicle access have a
minimum width of 25 feet to allow for
access and landscaping.
5.5.4.6 Include a five- to 10-foot planting buffer
for trees and landscaping along alleys to
enhance the pedestrian environment.
144
145
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.5.4A - Alleys - Proposed Prototypical Option
Guidelines
For Residential, Mixed-use and Office
5.5.4.7 Use special paving materials or
patterns for alleys to visually signal to
drivers that they are entering a shared-
use zone which allows both auto
access and pedestrian connections.
5.5.4.8 Connect mid-block pedestrian
pathways and greenways through
and across alleys with special paving
materials or patterns different than the
alley paving.
5.5.4.9 Use speed humps, signage , and other
traffic-calming devices in alleys and
service accessways to reduce vehicle
speed.
5.5.4.10 Provide windows and balconies
overlooking alleys and service
accessways to provide “eyes on the
street” for safety and comfort.
5.5.4.11 Screen loading and refuse/recycling
collection areas located in alleys
from adjacent uses with vegetation,
landscaping, walls, and structural
design.
5.5.4.12 Incorporate loading areas (such as
garage entrances) within the building
to the maximum extent possible to
minimize impacts on surrounding areas.
147
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.6 BUILDING DESIGN
Building scale, massing, and design define the
character and comfort of an area. The following
overarching building design goals will help create
a dynamic urban experience:
• Requiring welcoming and attractive
ground-floor environments;
• Distinguishing the district with high-
quality design of lasting quality and style;
• Encouraging cohesive but not monolithic
architecture; and
• Balancing density with a pedestrian-
oriented street environment.
• Aligning with state-of-the-art building
design.
The following design standards and guidelines
are broken into individual segments for
residential, mixed-use, and office buildings.
Transparent Ground Floor and Entrance
Corner Orientation Building Articulation and Landscaping
5.6.1 Building Massing, Height and
Scale
Intent: Design building form, mass,
and scale to enhance the pedestrian
realm and experience, and to provide
transitions to adjacent lower-density
development and public spaces.
Standards
For Residential, Mixed-use and Office
5.6.1.1 Limit building height, including all
vertical building elements, to the
Federal Aviation Administration (FAA)
requirement.
For Residential and Mixed-use
5.6.1.2 Limit the uninterrupted length of a
building or complex to no more than
330 feet. For any building over 330 feet
in length, break up the massing with a
ground-floor inset or notch of at least 40
feet wide and 15 feet deep except for
the edges fronting onto Mission College
Boulevard.
5.6.1.3 R equire a minimum 15 foot floor-to-
floor height for mixed use buildings
with ground floor commercial, flex or
community uses except where utility
rooms (i.e., fire, electric) must be
located and accessible from the public
street. In such cases, a reduced height
is acceptable if enables transparency
on the building façade within the first 15
feet.
5.6.1.4 Break up roof lines at intervals
no greater than 80 linear feet by
changes in direction, pitch, or similar
approaches.
5.6.1.3 - Ground Floor Commercial Use
5.6.1.4 - Variation in Roof Lines
148
5.6.1.5 Mix ed-use buildings shall provide a
minimum of 40-foot and maximum
of 70-foot depth of ground-floor
commercial, and/or and community
uses.
149
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.6.1.6 Mix ed-use buildings shall provide a
minimum of 30-foot and maximum of
70-foot depth for flex use.
5.6.1.7 Elevate ground-floor residential uses
at least 24-36 inches above grade and
locate windowsills two to three feet
above floor level to provide for privacy.
5.6.1.8 S tarting at 70 feet for residential
and mixed-used buildings, buildings
shall be articulated with a 5-foot
average step back from the street
wall, including building recesses and
protrusions, for a minimum of 50%
of each building’s public frontage.
Balconies and other architectural
elements such as louvers are permitted
in the recesses. For sites located within
FEMA Special Flood Hazard Area Zone
AH, building height may be measured
from first finished floor.
5.6.1.9 Buildings that border Calabazas
Creek, starting at 70 feet, shall be
articulated with a 5-foot average step
back from the street wall, including
building recesses and protrusions,
for a minimum of 50% of each creek
frontage, provided it meets the 1:1
daylight plane shown in the General
Plan. Balconies and other architectural
elements such as louvers are permitted
in the recesses.
For Office
5.6.1.10 For any building over 330 feet in length,
break up the massing by articulating the
buildings. Where appropriate, articulate
the facades of the base and/or middle to
vertically to break up the overall mass.
5.6.1.11 Open up the sky view at the top portion
of the building and avoid a canyon
effect by:
• Stepping back from the middle
portion of the building; and
• Breaking up into sections with varied
heights and articulation.
Guidelines
For Residential and Mixed-use
5.6.1.12 Use balconies, roof gardens, and other
shared private open space for residents
to soften apparent building height.
5.6.1.13 Provide balconies with a depth of 72
inches where feasible and compatible
with building design.
5.6.1.14 Locate the highest parts of buildings to
the north to minimize shadows cast on
rooftop open spaces.
5.6.1.10 – Building articulation at ground floor level
5.6.1.11 – Breaking the building mass in different sections 150
Conceptual diagram for illsutrative purposes only.
151
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Conceptual diagram for illsutrative purposes only.
152
Conceptual diagram for illsutrative purposes only.
153
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Conceptual diagram for illsutrative purposes only.
154
Conceptual diagram for illsutrative purposes only.
155
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.6.2 Character , Facades, and
Articulation
Intent: Promote PHD Specific Plan Area
character and allow for investments
in all properties to be enduring. The
following standards and guidelines
require ground-floor building
transparency for nonresidential uses
and, for all development, insist upon use
of high-quality, durable, and distinctive
building design through architectural
elements and treatments. The design
of entries, doorways, and windows
shall be focused on strengthening the
public realm, supporting retail and office
activity, and creating pedestrian comfort
and safety.
Standards
For Residential, Mixed-use and Office
5.6.2.1 R equire perpetual easements for any
building element that projects into the
right-of-way.
5.6.2.2 L ocate windows at a pedestrian scale at
the street level to maximize daylight and
views from the street.
For Residential and Mixed-use
5.6.2.3 Buildings shall incorporate one or more
of the following in the primary entrance
design:
• Placement of art or decorative
detailing at the entry;
• A projecting element above the
entrance;
• A change in material or façade
detailing relative to the rest of the
building design
• Implementation of architectural
elements, such as flanked columns
or decorative fixtures consistent with
the building’s overall architectural
style
• Recessed doors, archways, or cased
openings
• Changes in the roofline, a tower, or
a break in the surface to the subject
wall
5.6.2.1 - Ground Floor Windows at Pedestrian Scale
5.6.2.3 - Ground Floor Entrances
156
5.6.2.4 Ground-floor nonresidential spaces
shall provide at least 65 percent visual
transparency via clear glass windows
and doors between two feet and 12 feet
above sidewalk grade. This standard
shall apply to flex uses as well as
commerical or community spaces (for
example, leasing space for associated
residential uses, common areas for
residential tenants, private gym areas).
5.6.2.6 – Office Buildings shall be Visually Interesting
5.6.2.7 – Entrances of the building should strengthen the pedestrian realm.
For Office
5.6.2.5 Office buildings shall provide 50 percent
visual transparency to maximize building
engagement and public frontages.
5.6.2.6 Include façade elements and materials
that make larger buildings more visually
interesting and less bulky, particularly
along streets and pedestrian pathways.
5.6.2.7 Office buildings shall incorporate
a primary entrance design that
strengthens the public realm, supports
office activity, and creates pedestrian
comfort and safety.
5.6.2.5 - Office Buildings with Visual Transparency
157
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES Guidelines
For Residential and Mixed-use
5.6.2.8 Provide variation in fenestration, color ,
and architectural elements among
multiple adjoining buildings and units.
5.6.2.9 Incorporate vertical and horizontal
architectural elements to mitigate
long, unbroken building façades. Use
building elements, such as cornices,
lintels, sills, balconies, awnings,
porches and stoops to enhance
building façades.
5.6.2.10 Articulate lower floors of buildings with
pedestrian-scale design elements,
such as bay windows, inset doorways,
terraces, vertical piers, landscape
walls, art, and other design elements.
5.6.2.11 Mitigate building mass and bulk by
using insets, notches, and building
features that create shadows.
5.6.2.12 Design windows and doors within a
single façade to have a style, height,
and scale consistent with the building
elevation.
5.6.2.13 When windows face southwest and
west, frame them with protruding
vertical and horizontal shading
elements, such as lintels, sills, and
awnings to provide adequate glare
protection.
5.6.2.14 To modulate the streetwall, every 80
feet horizontal or less, use either: a
change in the plane of at least 3 feet in
the horizontal dimension combined with
a change in material or fenestration; or
a vertical notch of at least 3 feet depth
and 5 feet width, combined with a
change in material or fenestration.
5.6.2.8 - Variation in Fenestration
5.6.2.9 - Vertical and Horizontal Architectural Elements
5.6.2.10 - Articulation of Building Mass
158
5.6.2.15A - Building Articulation to Break Up Facade
5.6.2.15B - Variation in massing
5.6.2.17 - Ground Floor Transparency and Animation
For Office
5.6.2.15 R espect the character and vertical
rhythm of the adjacent properties and
create a comfortable pedestrian scale
by:
• Breaking up a long façade vertically
through massing and architectural
articulation to fit into the existing
grain built form.
• Determining appropriateness of
larger-scale façades in certain areas.
5.6.2.16 Use high-quality , durable, and
environmentally sustainable materials,
an appropriate variety in texture, and
carefully crafted details to achieve visual
interest and longevity for the facade.
5.6.2.17 The ground floor of the base should be
animated and highly transparent. Avoid
blank walls, but if necessary, articulate
them with the same materials, rhythm,
and high-quality design as more active
and animated frontages.
159
PATRICK HENRY DRIVE SPECIFIC PLAN DESIGN GUIDELINES
5.6.3 Materials and Finishes Guidelines
For Residential, Mixed use and Office
5.6.3.1 Use materials and finishes consistently
and in a manner appropriate to the
intended architectural style of the
building.
5.6.3.2 Encourage architectural styles that
use sustainable building practices and
materials and ecologically sensitive
design solutions, including solar panels,
light shelves, and cool roofs.
For Residential and Mixed-use
5.6.3.3 Use contrasting colors for trims,
windows, doors, and other key
architectural elements.
5.6.3.4 Utilize high-quality , long-lasting
materials for exterior windowsills
and trims which are consistent with
the overall architectural style of the
building.
5.6.3.5 Choose roof materials that complement
the materials and colors of the façades
and provide texture or relief.
5.6.3.6 Integrate rain gutters and downspouts
into the façade. At a minimum, their
color should blend with adjacent
surfaces.
5.6.3.7 Derive materials and colors for trellises,
architectural canopies, balconies, and
other such design elements from the
building architecture.
5.6.3.5 - Complementary Roof and Building Materials
PATRICK HENRY DRIVE
SPECIFIC PLAN
6 Infrastructure
161
PATRICK HENRY DRIVE SPECIFIC PLAN INFRASTRUCTURE
This chapter describes existing conditions, proposed design strategies, and improvements related to the infrastructure needed to support the proposed land use within the PHD Specific Plan Area. The City of Santa Clara and regional utility providers directly control infrastructure systems within the PHD Specific Plan Area, including: sanitary sewer, potable water, storm drainage, dry utilities (such as electricity, natural gas, and telecommunications), and solid waste management.
Implementation of the PHD Specific Plan presents an opportunity to model the latest sustainable development practices. Compliance with the latest green building standards and design principles will enhance environmental, economic, and ecological health. Integrating improved water conservation and low-impact stormwater treatment measures will enable the area to be developed in a sustainable manner, while minimizing environmental and ecological impacts.
Drive, and Patrick Henry Drive. The 12-inch AC
main continues west and then north on Patrick
Henry Drive beyond the Hetch Hetchy right-of-
way.
Lastly, there is an 8-inch AC loop (1981) located
in an on-site easement at the Great America
Technology Park plaza at 4701 Patrick Henry
Drive. The City of Santa Clara Water and Sewer
Utilities Department has adequate supply
commitments to reliably meet the projected
water needs of its residents and businesses for
the foreseeable future, through its local wells
and contracts with the Santa Clara Valley Water
District and the San Francisco Public Utilities
Commission.
It is not anticipated that increased densities in
the PHD Specific Plan Area should cause overall
projected demands to exceed supply in the City
of Santa Clara. On October 9, 2020 to comply
with the provisions of Senate Bills 610 and 221,
which both passed the California State Senate
in 2001, the City of Santa Clara has prepared a
Water Supply Assessment (WSA) that defines the
PHD Specific Plan Area as a single project. The
WSA verifies that adequate water can be supplied
to the area, consistent with their planning
assumptions. The increased demands within the
PHD Specific Plan Area will be incorporated into
the baseline assumptions for any subsequent
water supply analysis within the city.
6.1.1.2 DOMESTIC WATER SUPPLY AND
CAPACITY
New projects within the PHD Specific Plan Area
will be required to install distribution mains in
new public streets to serve fire and domestic
water needs. Additionally, the existing AC water
mains within the PHD Specific Plan Area will need
to be upgraded and replaced with the City’s
standard ductile iron pipe (DIP).
Overall, the densities of development will
represent an increase over existing conditions,
and will, in turn, increase domestic water demand
in the area. A hydraulic study for the PHD
Specific Plan was performed and no upsizing was
required. Individual projects will need to perform
a fire flow analysis for each building or site.
6.1 WET UTILITIES
6.1.1 Domestic Water
6.1.1.1 EXISTING DOMESTIC WATER SERVICE
The City of Santa Clara Water & Sewer Utilities
Department owns and operates water supply
and distribution infrastructure within the PHD
Specific Plan Area. The water system provided
by the Water Department consists of more than
335 miles of water mains, 26 wells, and 7 storage
tanks with more than 28.8 million gallons of water
capacity.
The existing water system’s source within the
PHD Specific Plan Area is served by San Francisco
Public Utility Commission’s (SFPUC) Hetch Hetchy
water supply and is located in pressure Zone
I, which is one of four interconnected pressure
zones in place in Santa Clara to provide optimum
pressures throughout the city. There is a domestic
water main running along the eastern boundary
line of the PHD Specific Plan Area project site
and mains running through the proposed project
site. A 12-inch asbestos cement (AC) City main
(installed in 1966) runs along Great America
Parkway at the project’s eastern boundary line
from Old Glory Lane to Patrick Henry Drive. This
12-inch main creates a loop with the 12-inch AC
mains (1976) on Old Glory Lane, Old Ironsides
162
163
PATRICK HENRY DRIVE SPECIFIC PLAN INFRASTRUCTURE
Below-ground infrastructure
Street-level Stormwater Drain
6.1.1.3 INFRASTRUCTURE UPGRADES
Given the age and material of the water
infrastructure in the PHD Specific Plan Area
(asbestos cement pipes installed between 1966-
1981), water mains will need to be upgraded
to DIP to comply with the current City of Santa
Clara Water Utility standards. All on-site mains
and services connected to these mains shall be
removed or abandoned. New developments shall
connect to the new public water mains within
pubic streets.
A hydraulic study for the potable water system
was performed and it was determined that no
additional upsizing of the lines is needed for
the demands shown within the PHD Specific
Plan Area. Individual developments will need to
perform fire flow analysis for each building or site.
6.1.2 Recycled Water
6.1.2.1 EXISTING RECYCLED WATER SERVICE
Recycled water is used for certain approved
non-potable uses. Pursuant to City Municipal
Code Chapter 13.15, projects are required to use
recycled water for all non-potable uses where
recycled water is made available and where
provided for by Recycled Water regulations. The
City purchases recycled water from South Bay
Water Recycling (SBWR). This is highly treated
water delivered through separate pipelines. This
source makes up about 16 percent of the water
sales in the City of Santa Clara. Recycled water
offsets the use of potable sources in drought-
prone California and is a reliable source for
conservation of potable sources.
There are two recycled water mains running
through the PHD Specific Plan Area. There is
an 8-inch plastic pipe (1997) running south on
Patrick Henry Drive that transitions to a 12-inch
Yelowmine main (1994), flowing eastward past
the street curve towards Great America Parkway.
This main splits in two at the intersection with Old
Ironsides Drive. It remains a 12-inch Yelowmine
main as it continues north on Old Ironsides Drive
but transitions back to an 8-inch plastic main as it
continues to Great America Parkway.
6.1.2.2 RECYCLED WATER SUPPLY AND
CAPACITY
New projects within the PHD Specific Plan Area
will be required to install new distribution mains
in the public streets to serve irrigation, dual
plumbing and industrial recycled water needs.
6.1.2.3 INFRASTRUCTURE UPGRADES
The existing recycled water infrastructure in the
PHD Specific Plan Area will be replaced with
12-inch DIP in all public streets. The new DIP pipe
material is the current City of Santa Clara Water
Utility Standard and provides more strength and
durability than the existing pipe materials which
have been associated with higher occurrences
of failure within the City. These improvements
are included in the PHD Impact Fee (discussed in
Chapter 7).
Recycled Water is Available to the PHD Area
164
165
PATRICK HENRY DRIVE SPECIFIC PLAN INFRASTRUCTURE
6.1.3 Sanitary Sewer
6.1.3.1 EXISTING SEWER INFRASTRUCTURE
The City of Santa Clara Water & Sewer Utility
Department is the sanitary sewer infrastructure’s
owner and is responsible for its maintenance.
The Department of Public Works is responsible
for infrastructure planning, including master
plan, conveyance capacity review, and design
and construction of necessary sewer capacity
improvements. Sanitary sewer flows in the city
are collected and transported to the San Jose/
Santa Clara Regional Wastewater Facility (RWF)
through more than 270 miles of sewer main by
way of six pumping stations.
The existing sanitary sewer system serving
the project site consists of 6-inch, 10-inch, and
12-inch vitrified clay pipe (VCP) mains. The main
segment within the project site is the 12-inch VCP
main which begins in front of the Great America
Technology Park plaza at 4701 Patrick Henry
Drive, traverses the site eastward, then north
along Old Ironsides Drive and continues eastward
on Tasman Drive into the Tasman lift station. The
6-inch VCP main’s upstream end is on Mission
College Boulevard south of the project site and
runs along a 10-foot easement between the
properties at 3118 and 3200 Patrick Henry Drive.
This 6-inch main connects to the 12-inch main on
Patrick Henry Drive.
The 10-inch VCP main’s upstream end is at the
southwestern corner of the property at 4701
Patrick Henry Drive and runs south between the
properties at 3055 and 2929 Patrick Henry Drive.
166
The technical memorandum states that “both
development scenarios result in capacity
deficiencies along the 12-inch Old Ironsides Drive
and 15-inch Tasman Drive sewer (as proposed
by CIP P4, Tasman Drive Sewer Improvement). In
addition, the Tasman Drive Lift Station will have
to be upsized to increase its capacity.” The CIP
P4 was recommended per the Master plan study
in 2016. However, the proposed development
causes additional impact to Tasman Drive, thus
requiring additional upsizing (further discussed in
PHD Specific Plan Area Improvements section).
The existing Tasman Lift Station has a current
rated capacity of 1.5 million gallons per day
(mgd). The new peak wet weather flow (PWWF)
from proposed development reaching the Tasman
Lift Station would increase to 4.23 mgd. The
City analyzed the potential to upsize the existing
Tasman Lift Station to address the capacity
deficiency for the increased flows and found this
solution to be infeasible.
6.1.3.2 COLLECTION SYSTEM CAPACITY
The City of Santa Clara hired Woodard & Curran
(W&C) to evaluate the potential sanitary sewer
capacity impact of the proposed PHD Specific
Plan. The Technical Memorandum (May 7, 2020)
analyzed the sanitary sewer system in the area
under three scenarios. The first scenario analyzed
was the PHD Specific Plan Area’s current state
without any new development. The other two
scenarios were analyzed for future conditions
with two proposed Specific Plan development
scenarios (Scenarios A and Scenario B). Scenario
A consists of 12,000 residential units, 200,000
square feet (SF) of commercial retail area, and
110,000 SF of an educational facility. Scenario B
consists of 10,300 residential units, 785,000 SF of
new office (R&D) space (replacing 200,000 SF of
existing office space), 200,000 SF of commercial
retail area, and 110,000 SF of an educational
facility.
6.1.3.3 PHD SPECIFIC AREA IMPROVEMENTS
The City continued to work with W&C to further
identify and develop capacity improvement
project alternatives for addressing the capacity
deficiencies resulting from the proposed PHD
Specific Plan. A total of eleven alternatives were
identified as part of the development process
including:
• One capacity improvement alternative at
the existing Tasman Lift Station
• Eight gravity sewer alternatives
• Two sewer lift station alternatives
The alternatives were evaluated and weighted
based on set criteria including availability of
land (easements or right-of-way). hydraulic
performance, utilities crossings, constructibility,
operations and maintenance, permitting, and
construction cost.
167
PATRICK HENRY DRIVE SPECIFIC PLAN INFRASTRUCTURE
6.1.3.4 INFRASTRUCTURE UPGRADES
Given the size and flow direction of the existing
sewer mains in the PHD Specific Plan Area, sewer
lines will need to be upsized and/or resloped to
allow for a gravity alternative to eliminate the
deficiency noted at the Tasman Lift station. These
improvements are included in the PHD Impact
Fee (discussed in Chapter 7).
Based on the alternatives and evaluation, it was
determined that the recommended solution
was a gravity scenario in which most of the
PHD Specific Plan Area development flows to
the Great America Parkway (GAP) West Trunk at
Patrick Henry Drive. The scenario also proposes
to upsize and lower a portion of the GAP West
Trunk (from Patrick Henry Drive to manhole
S93-53 (manhole acting as bridge between
the West and East GAP trunks). An existing leg
of sanitary sewer running north from Patrick
Henry Drive in the location of the central parkland
will be abandoned as part of development.
The Rabello and Northside Pump Stations will
also need improvements in order to handle the
new increase in flow. The new combined rated
capacity for these pump stations will need to
increase from 41 mgd to at least 45.3 mgd.
6.1.4 Storm Drain
6.1.4.1 EXISTING STORM DRAIN
INFRASTRUCTURE
The City of Santa Clara Public Works Department
is responsible for the construction and
maintenance of the City’s storm drain system.
Santa Clara’s storm drain system consists of
curb inlets that collect and channel surface
water into a series of pipelines beneath City
roadways. Stormwater is delivered through
these underground pipelines to creeks within
the city, which then directly flows into the San
Francisco Bay.
The current network of storm drain pipes in the
PHD Specific Area project site all drain to San
Tomas Aquino Creek through the Westside Storm
Drain Pump Station on Old Mountain View-Alviso
Road. The network’s upstream end begins
with a 33-inch main in front of the property
at 4701 Patrick Henry Drive and transitions to
36-inch, 39-inch, 48-inch, and 54-inch mains
progressively as it makes its way east to Great
America Parkway. A 27-inch main collecting
runoff along Old Ironsides Drive transitions to a
33-inch main and connects to the 48-inch main
on Patrick Henry Drive. All flows continue north
on Great America Parkway towards the Westside
Storm Drain Pump Station. There are currently
no on-site stormwater treatment facilities in
place.
6.1.4.2 PLAN AREA IMPROVEMENTS
The City of Santa Clara’s 2015 Storm Drain
Master Plan does not recommend any work
(high, moderate, nor low priority improvement
projects) be done within the Patrick Henry Drive
Specific Area project site. However, flooding
does occur in some areas during 2-year, 10-year,
and 100-year storm events.
It is anticipated that storm drain flows generated
by development under the Patrick Henry Drive
Specific Plan will be adequately received by
existing off-site storm drain systems, although
the Plan Area will require construction of a
new stormwater treatment system on-site to
accommodate proposed land uses.
6.1.4.3 PROJECT FLOOD CONDITIONS
The PHD Specific Plan Area contained by San
Francisco Public Utility Commission’s Hetch
Hetchy pipeline easement to the North, Patrick
Henry Drive to the West, Great America Parkway
to the East, and Mission College Boulevard to
the South is currently identified by the Federal
Emergency Management Area (FEMA) Flood
Insurance Rate Maps (FIRM) to be within three
Flood Zones; mostly Zone X, some portions of the
southern side of Patrick Henry Drive in Zone AH
(EL 17), and the intersection of Old Ironsides Drive
and Old Glory Lane in Zone AO (one-foot Depth).
Zone X is defined as an area having a 0.2 percent
annual chance flood; areas of 1 percent annual
chance flood with average depths of less than
one foot or with drainage areas less than one
square mile; and areas protected by levees from 1
percent annual chance flood. Zone AH is defined
as an area with flood depths of one to three feet
(usually areas of ponding); base flood elevations
are determined (base flood elevation of 17 for the
Plan Area). Zone AO is defined as an area with
flood depths of 1 to 3 feet (usually sheet flow
on sloping terrain); average depth determined
(average depth of 1 foot for this area).
Any development projects within Zones AH and
AO needs to be carefully considered, whether
proposing to install improvements within the
flood plain, or whether seeking to raise elevations
locally to remove areas from the flood plain. The
placement of fill materials to remove particular
areas from FEMA’s mapped flood plain need to
thoroughly evaluate potential downstream and
upstream effects.
168
169
PATRICK HENRY DRIVE SPECIFIC PLAN INFRASTRUCTURE
6.1.4.4 STORMWATER QUALITY
Any project within the PHD Specific Plan Area
must meet the requirements of Section C.3 of
the Santa Clara Valley Urban Runoff Pollution
Prevention Program’s (SCVURPPP) National
Pollutant Discharge Elimination System (NPDES)
permit with the California State Water Board,
the City of Santa Clara requirements, and other
applicable local, state, and federal requirements
to ensure that stormwater is adequately treated
prior to being discharged into the San Francisco
Bay. Various stormwater treatment options
for post-development treatment measures
could be appropriate for specific applications.
These could include infiltration trenches, media
filtration devices, pervious surface treatments,
and bio-retention areas.
While it is typical for individual, private projects to incorporate applicable treatment systems within
their individual sites on a project-by-project basis,
provisions for treatment of run-off from either
new or newly widened public facilities (such as
streets, sidewalks, and bicycle trails/paths) will
also be required. As site planning within the PHD
Specific Plan Area progresses, a comprehensive,
regional approach to stormwater treatment
should be considered. A regional approach could
include developing standards for public streets
that allow stormwater to be treated “at the
source” before being captured in drainage inlets,
and/or large, regional facilities that treat run-off
from multiple parcels and/or public rights-of-way.
In either case, adequate space for these facilities
must be programmed into any land planning
effort.
6.1.4.5 INFRASTRUCTURE UPGRADES
Given the requirements to treat new or
newly widened public facilities, the City has
programmed storm water treatment planning
into the Specific Plan. These improvements are
included in the PHD Impact Fee (discussed in
Chapter 7).
6.2.2 Electrical System Infrastructure
Silicon Valley Power (SVP) owns and operates
the electric service within the City of Santa Clara,
including the PHD Specific Plan Area. SVP will
be actively involved throughout the design,
construction, and operation of electric utilities
required for the project to guarantee efficient
and reliable utilization of electric resources. At
the time of PHD Specific Plan Adoption, SVP is
seeking approval for infrastructure upgrades and
load capacity fees that include improvements to
the PHD Specific Plan Area.
170
6.2 DRY UTILITIES
6.2.1 Gas System Infrastructure
Pacific Gas and Electric Company (PG&E) owns
and operates the gas service within the City
of Santa Clara, including the PHD Specific
Plan Area. PG&E has stated that there are
no known capacity limitations within the gas
system in the PHD Specific Plan Area. It is likely
that gas mains that would otherwise remain
due to their location within a proposed street,
will need to be upgraded to comply with the
current PG&E standards. PG&E will be actively
involved throughout the design, construction,
and operation of natural gas utilities required for
the project to guarantee efficient and reliable
utilization of natural gas resources.
171
PATRICK HENRY DRIVE SPECIFIC PLAN INFRASTRUCTURE
PATRICK HENRY DRIVE
SPECIFIC PLAN
7 Implementation
Plan
173
PATRICK HENRY DRIVE SPECIFIC PLAN IMPLEMENTATION PLAN The Patrick Henry Drive (PHD) Specific Plan provides a comprehensive framework and set of policies to guide its transformation to a high-density, mixed-use residential community. Following Plan adoption, development will require a range of efforts and actions on the part of the City, property owners, developers and others. These include carrying out the necessary regulatory measures, providing infrastructure improvements, and securing needed financing. In order to meet the City of Santa Clara’s climate action goals, property owners and developers must also implement Transportation Demand Management (TDM) strategies. This chapter details the major policies and actions that will ensure effective implementation of the Specific Plan.
The chapter is divided into the following sections:
• Regulatory Implementation
• Funding
• Transportation Demand Management
7.1 REGULATORY
IMPLEMENTATION
The Specific Plan is the City policy document
governing future land use within the PHD Specific
Plan Area. Following Plan adoption, regulatory
actions will be taken by City Council, Planning
Commission, City staff and others, as described
below.
7.1.1 General Plan Amendment
Approval of the Specific Plan includes concurrent
approval of a General Plan amendment that
reflects the Specific Plan’s vision, goals and
policies and incorporates the Plan Area’s
development (buildout) potential in the overall
City buildout projections. A General Plan
amendment brought forward with the Specific
Plan will include the land use designations
included in this plan (Chapter 4).
174
7.1.2 Zoning Ordinance
While the General Plan establishes a
policy framework, the Zoning Ordinance
prescribes standards, rules, and procedures
for development. The Zoning Ordinance
translates Specific Plan policies into specific
use regulations, development standards, and
performance criteria that govern development on
individual properties. At the time of the Specific
Plan approval, City Council shall also adopt
Zone Change and Zoning Text Amendments by
ordinance.
7.1.3 Project Planning Review And
Approval
All development projects within the PHD
Specific Plan Area shall be subject to review
in accordance with the procedures described
in Chapter 18.76 of the Santa Clara Zoning
Ordinance. These procedures will ensure
development is consistent with the PHD Specific
Plan as well as other applicable City ordinances
and standards. Specifically, proposals must meet
the development standards and substantially
conform to the design guidelines in Chapter 5 of
the PHD Specific Plan. Individual projects must
also provide a bird-safe evaluation project as part
of the development review process.
7.1.4 Legal Non-Conforming Uses
The lawful use of structure existing prior to the
adoption of this Specific Plan may continue, and
none of the other sections of this Chapter shall
apply. Such buildings shall operate as though
prior zoning of the parcel remained in place,
until such time as the existing use (including any
expansions) has been discontinued in its entirety,
at which time the prior zoning shall become
inapplicable and the other sections of this
Chapter shall apply from that point forward.
For parcels with legal uses of buildings existing
prior to the adoption of this Specific Plan, allowed
uses of the prior zone (ML: Light Manufacturing)
shall apply, and none of the other sections of this
Chapter shall apply to the structure and use, until
the existing use (including any expansions) has
been discontinued in its entirety.
7.1.5 Public Art Fee
Planning staff shall prepare a post-adoption
Specific Plan amendment for a public art fee.
175
PATRICK HENRY DRIVE SPECIFIC PLAN IMPLEMENTATION PLAN
7.2 FUNDING FOR
INFRASTRUCTURE AND
SERVICES
This section describes the funding approaches
and policies for both the one-time and on-going
costs of providing the public infrastructure,
improvements and services needed to implement
the Specific Plan. It is designed to ensure that
new development within the Plan Area “pays its
own way” and does not put a strain on the City’s
limited financial resources.
7.2.1 Funding Requirements and Phasing
While the need to improve and expand public
infrastructure and services to and within the Plan
area will evolve over time, it is essential to secure
adequate funding prior to development. The
funding resources will need to be generated by
the property owners, developers, and/or tenants
within the Plan Area.
The Specific Plan and other City sources provide
baseline information on the applicable standards
and related infrastructure requirements.
Chapter 6: Infrastructure and Public Services
describes the type and level of improvements
and services required to support planned
development.
The Environmental Impact Report identifies a
number of mitigation measures necessary to
address various Plan impacts.
Chapter 4, Section 4.5 and the City Park and
Recreation’s Land Ordinance (City Code Section
17.35) describe the service standards and facilities
applicable to development in the Specific Plan
Area.
Each landowner/developer will be responsible
for construction and dedication of any public
parkland contribution at no cost to the City
and subject to a park design and construction
agreement and a park maintenance agreement
with the City. Credit will be allocated for
dedication and improvements per City Code
Section 17.35. Maintenance of public parkland
may be funded through a Community Facilities
District (see section 7.2.2.) or other maintenance
agreement.
Chapter 4 Section 4.4, describes on the
affordable housing goals and policies applicable
to the PHD Specific Plan.
7.2.1.1 PROJECT PHASING
Although it is not possible to accurately predict
if and when each of the individual properties
within the PHD Specific Plan Area will redevelop,
the following assumptions have been made
with input from property owners and developer
representatives for the purposes of infrastructure
planning and funding. See Table 7.1 and 7.2.
176
7.2.2 Funding Tools and Resources
The public improvement costs will be funded
utilizing a variety of funding mechanisms and
resources. The appropriate and most effective
funding mechanism is based on the nature of the
improvement or service being delivered as well
as the timing (e.g., when the funds are needed),
level and frequency of costs (e.g., on-going
versus one-time costs), the primary beneficiaries
and responsible parties, and funding availability.
During the buildout of the Specific Plan, other
funding sources may be identified and used as
appropriate.
While the revenue generated from existing City
sources (i.e., taxes and fees) may defray some
of the costs associated with Specific Plan area
infrastructure improvements and/or service or
maintenance requirements, additional funding
will be required. Accordingly, the financing tools
and resources described below are presented as
options for addressing this shortfall.
The estimated buildout figures in Tables 7.1 and
7.2 were provided by property owners in 2022, or
estimated based on maximum density. As a result,
the projected units are lower than the maximum
allowable.
Table 7.1: PHD Buildout by Address
Table 7.2: PHD Buildout by Phase
Address(es) Phase Maximum Units
2901 PHD 1 968
2950 PHD 2 375
3000 PHD 1 375
3055 PHD 1 955
3105 PHD 1 376
3118 PHD 1 375
3200 PHD 2 889
4590 PHD 1 416
4600 PHD 3 --
4701 PHD 1 674
4701 PHD 2 674
2900 PHD 2 296
4633, 4655, 4677, 4699 OID 1 1,700
4700 OID 3 --
Total 8,073
Phase Occupancy Estimated Units
1 2025-2029 5,839
2 2030-2034 2,234
3 2035 and later --
Total 8,073
177
PATRICK HENRY DRIVE SPECIFIC PLAN IMPLEMENTATION PLAN
7.2.2.1 PHD SPECIFIC PLAN INFRASTRUCTURE
IMPACT FEE
With input from the prospective developers and
property owners of the Specific Plan, the City
initiated the process of creating a PHD Specific
Plan Infrastructure Impact Fee to facilitate
development. The purpose of the Impact Fee is to
create an equitable distribution of area-wide and
common infrastructure costs for all developers
within the Specific Plan. Infrastructure that
provides common benefits to development within
the Specific Plan was analyzed and calculated for
probable construction costs. These fees cannot
be used for public services or maintenance.
The fee program would be enacted by the
City Council through adoption of an ordinance
in a public hearing (without a public vote or
landowner approval). The fee levels must be
based on a “rational nexus”, or a demonstrated
relationship between the amount and impact or
demand attributable to the development paying
the fee.
In the case of the PHD Specific Plan, an Area
Impact Fee would supplement the existing
Citywide development impact fees but focus
more narrowly on infrastructure improvements
that serve Patrick Henry Drive. The PHD Impact
Fee will be used to cover area-wide infrastructure
items including on-site roadway facilities (i.e.
traffic signals, traffic safety devices, pavement
rehabilitation), sanitary sewer facilities and
structures, storm drainage facilities, potable and
recycled water facilities, emergency response
vehicle and tiller aerial ladder apparatus, entry
monuments and signs, and the formation of a
Transportation Management Association (TMA).
Proceeds may be used to reimburse property
owners who pay up-front costs for facilities or
infrastructure needed to facilitate development
on their property.
178
7.2.2.2 MAINTENANCE AGREEMENTS
A Mello-Roos Community Facilities District (CFD)
can be authorized to levy a special tax for public
facilities and services. A CFD may be initiated by
the legislative body or by property owner petition.
CFD funds can be used to cover the cost of
certain public services as well as infrastructure.
At the time of Specific Plan Adoption, the City
and property owners are evaluating whether the
development of a CFD would be appropriate to
cover park maintenance and maintenance of new
publicly accessible streets within the plan area.
7.2.3 Funding Policies and
Implementation Actions
The policies and actions outlined below assume
a PHD Specific Plan impact fee and CFD
maintenance funding agreements. The policies
guide the subsequent actions including requisite
studies or findings, formation and adoption of
financing entities and mechanisms, and other
approaches, approvals and programs.
The policies and actions outlined below assume
a PHD Specific Plan impact fee and CFD or other
maintenance agreement.
FUNDING POLICY #1
The land uses within the Specific Plan shall pay
the full costs of capital facilities, infrastructure
improvements, maintenance and public services,
and other requirements needed to support and
serve the Plan Area and mitigate the impact of
development on other parts of the City.
Action 1.1: Establish initial cost and phasing
assumptions. Prior to the approval of planning
entitlements for individual development projects
on privately owned properties, the City will
prepare, at the applicants’ expense, a cost
analysis that identifies all public infrastructure
and service requirements needed to serve
their project and their respective costs. The
infrastructure and service cost estimates
included in this report will be based on the
best information available and will be updated
periodically during various phases of the Specific
Plan development process. This cost analysis
should account for project-specific circumstances,
changing market conditions, and be updated
as more refined facility and cost data become
available.
179
PATRICK HENRY DRIVE SPECIFIC PLAN IMPLEMENTATION PLAN FUNDING POLICY #2
A Specific Plan Area Impact Fee shall be
established to fund necessary infrastructure and
public facilities needed to serve the area. The
Impact Fee will be used for costs not typically
included in City fees or charges, such as land and
construction costs for new publicly accessible
roadways, and area-wide sewer improvements.
The fee cannot be used for ongoing operations or
maintenance costs.
FUNDING POLICY #3
The Specific Plan shall expand infrastructure
improvements and services in a phased manner
such that adequate capacity is provided as
development occurs.
Action 3.1: Establish Phasing Requirements. The
City shall prepare a detailed infrastructure and
public service phasing schedule that links the
timing of additional infrastructure and service
provision to the service level demands created by
new development, to the extent possible.
Action 3.2: Identify Required Land and Facility
Dedications, Easements, and Use Restrictions.
Specific Plan implementation will require land
for public infrastructure (e.g., transportation,
utilities, and park and open space) and to meet
other policy goals (e.g., pedestrian and bicycle
connections). The City and property owners
shall establish a process, and in some cases
designate the approximate amount and preferred
location, for necessary land contributions. Some
developers may need to “oversize” or provide
land and public facilities beyond what is required
by a particular project to ensure various phases
of development stand-alone functionally and
aesthetically. The timing and precise terms of
land conveyance, whether through dedication,
easement, deed restrictions, or other means, may
vary depending on the circumstance. However,
a clear and enforceable process should be
established prior to major redevelopment in order
to achieve equitable cost allocation, implement
various financing tools, and advance other
planning prerogatives.
FUNDING POLICY #4
The cost of public infrastructure, and amenities
envisioned for the Specific Plan (including land as
well as maintenance) shall be allocated among
land uses (i.e., property owners, developers, and
tenants) in a manner that is fair and equitable, to
the extent possible.
Action 4.1: Advance equitable cost sharing
measures. Implementation of the Specific
Plan should be guided by the principle of an
equitable allocation of costs to ensure that no
property owner / developer is disproportionately
disadvantaged by the proposed land use and
phasing program. For example, if it is necessary
for certain property owners to dedicate property
towards the creation of public infrastructure/
facilities, they should be fairly compensated by
property owners / developers who do not make
such dedications.
Accordingly, the City should engage and
coordinate with property owners, developers,
and other entities to in the establishment and
execution of the preferred Specific Plan financing
mechanism(s).
180
To the extent feasible, the value of any land that
is dedicated for the purposes of infrastructure
and public facilities should be based on its
fair market value given allowable uses. For
example, a third-party appraisal would allow
for a realistic determination of the value asset
based on the highest and best use of the land.
Of course, land that is currently not developable,
due to permanent easements or environmental
considerations, for example, would be assessed
accordingly.
Action 4.2: Consider creative and flexible
financing solutions. In addition to the Impact
Fee and other tools described above, additional
funding solutions can be used for project and
plan area infrastructure as needed. These
creative solutions can address buildout
complexities, including phasing. For example,
the City can facilitate mechanisms for future
development to reimburse developers who
“oversize” infrastructure or dedicate excess
land, possibly as part of an area development
impact fee ordinance or related credit and
reimbursement agreements. Measures could
include cost sharing agreements, construction
and reimbursement agreements with developers,
and “pre-payment” or “buy-down” options that
increase certainty and avoid interest costs.
181
PATRICK HENRY DRIVE SPECIFIC PLAN IMPLEMENTATION PLAN
7.3 TRANSPORTATION
DEMAND MANAGEMENT
Transportation Demand Management (TDM)
consists of a combination of programs, policies,
and infrastructure projects designed to reduce
overall vehicle trips and associated parking
demand. TDM seeks to provide incentives and
options for PHD residents and employees to
choose alternative modes such as walking,
bicycling, transit, or ridesharing.
The City of Santa Clara’s 2010-2035 General
Plan Update includes goals and policies related
to transportation demand management (TDM)
for Specific Plans. These include land use and
site design strategies to reduce reliance on
automobile trips and reduce VMT. Implementing
TDM measures in the PHD Specific Plan Area
must be consistent with these General Plan
policies and the requirements of the City’s
Climate Action Plan (CAP). This Specific Plan
requires a vehicle miles traveled (VMT) reduction
of twenty percent over the baseline established in
the project traffic analysis, including ten percent
through TDM measures.
The PHD Specific Plan includes land use,
mobility and site design measures that support
walking, biking, transit, and other alternative
transportation choices. In addition to the location
and mix of uses in the PHD Specific Plan Area,
TDM measures for each specific development
proposal pursued under the PHD Specific Plan
must be incorporated into a TDM Plan (see
Section 7.3.3 below) to be used to minimize
single-occupancy vehicle trips and to reduce VMT
by at least 10%.
The PHD TDM program outlined below includes
measures that are applicable to the entire PHD
Specific Plan Area; parcel-specific requirements;
and a menu of optional measures that can
be employed to help property owners and
developers pursuing specific development
proposals under the PHD Specific Plan to help
achieve TDM goals.
7.3.1 Transportation Management
Association
Establish a privately funded and administered
Transportation Management Association (TMA)
for the PHD Specific Plan Area or join in a TMA
for the North Santa Clara area (comprising
neighborhoods north of Highway 101) led by
property owners that are pursuing specific
development proposals within the PHD Specific
Plan area, employers or other entities. The main
purpose of the TMA is to fund and operate the
local shuttle service or micro-transit solution
(see 7.3.2 below), and may help to implement,
coordinate and manage VMT-reduction programs
as determined appropriate by the TMA members,
between multiple properties and lead information
and marketing campaigns to support behavior
change.
Property owners pursuing specific development
proposals under the PHD Specific Plan must
prepare formation documents for a new TMA. The
formation documents necessary to establish the
TMA under applicable laws and regulations must
be completed and approved by the City Council
prior to the first Building Permit issuance for new
construction implementing the PHD Specific Plan.
182
Property owners pursuing specific development
proposals under the PHD Specific Plan shall be
required to join the TMA.
Prior to the commencement of operation of the
TMA, the property owners pursuing specific
development proposals under the PHD Specific
Plan must propose and fulfill other temporary
substantial TDM programs or incentives, such
as a three-year VTA Smart Pass for all residents,
to serve as a stopgap until the TMA commences
operation pursuant to 7.3.1. This temporary
proposal must be prepared to the satisfaction
of the City Manager prior to issuance of the first
Building Permit issuance for new construction
implementing the PHD Specific Plan.
In connection with the completion of the
formation documents for the TMA, the property
owners pursuing specific development proposals
under the PHD Specific Plan shall obtain an
analysis prepared by a qualified professional
and submit the analysis to the City Council for
approval (TMA Analysis). The purpose of this
analysis is to confirm the potential market within
the PHD Specific Plan area for a local shuttle
program or micro-transit solution (as described
in section 7.3.2) and provide recommendations
for efficient, cost effective service delivery.
The City Manager shall determine whether the
local shuttle or micro-transit solution will be
implemented by the TMA.
Notwithstanding any other provision of this
section, the TMA must be formed prior to the
issuance of a Building Permit for the 3,300th
unit in the PHD Specific Plan Area or prior to the
issuance of a Building Permit for the 1,500th unit
in the PHD Specific Plan Area when a minimum of
5,000 units (inclusive of units in the PHD Specific
Plan issued Building Permits) contributing to the
TMA funding and/or administration have been
issued Building Permits.
The individual property owner(s) that actually fund
the preparation and completion of the formation
documents pursuant to this Section 7.3.1 shall
receive a credit/reimbursement for all costs
associated therewith via the PHD Specific Plan
Impact Fee.
7.3.2 Local Shuttle
The TMA shall fund and operate a local shuttle
program or micro-transit solution, consistent
with the approved TMA Analysis, that connects
residents with commercial, transit, and
employment centers. This service shall be
funded by all property owners pursuing specific
development proposals under the PHD Specific
Plan, with said costs being proportionately
shared. The operation can be incrementally
expanded with other developments in North
Santa Clara through expanded participation
by property owners and developers outside
of the PHD Specific Plan, including voluntary
participation of other key North Santa Clara
destinations and employers.
183
PATRICK HENRY DRIVE SPECIFIC PLAN IMPLEMENTATION PLAN The TMA must commence operations and
shuttle or micro-transit solution service prior to
the issuance of a Certificate of Occupancy for
the 3,300th unit of the PHD Specific Plan Area
or prior to the issuance of the Certificate of
Occupancy for the 1,500th unit in PHD Specific
Plan Area when a minimum of 5,000 units
(inclusive of units in PHD Specific Plan issued
Certificates of Occupancy) contributing to the
TMA funding and/or administration that have
been issued Certificates of Occupancy. Prior to
the completion of the first four years of shuttle or
micro transit operation, the TMA will be evaluated
by the City and alternative methods of single
vehicle trip reduction could be considered with
the objective of continuing to ensure the shuttle
or micro-transit solution provides efficient, cost
effective service delivery.
7.3.3 Required Parcel-Specific TDM
Elements
Each property owner or developer must adhere
to this Section 7.3.3 in connection with its specific
development proposal being pursued under
the PHD Specific Plan. These programs and
measures can be adopted and implemented on
an individual basis, or through collaboration and
coordination at the Specific Plan Area level.
Ride Sharing Option
TDM PLANS
Each property owner pursuing a specific
development proposal under the PHD Specific
Plan must submit a TDM Plan that includes,
for example, mode-share goals, planned TDM
programs, tools and processes for monitoring and
reporting on travel behavior as described further
below, which, when implemented, will satisfy the
10% reduction requirement noted above. The
TDM Plan must be approved by the Community
Development Director prior to the issuance of
building permits.
184
INFORMATION AND MARKETING
Each TDM Plan must provide information and
marketing to residents and/or employees to
build awareness of TDM programs, amenities
(e.g., bike lockers and showers) and incentives.
Information on transportation options and/or
links to appropriate websites, apps and other
resources (e.g., 511) must be:
• Provided to all prospective residents and
employees
• Included in resident and employee
welcome or orientation materials
• Posted in prominent locations within
buildings (e.g., elevators, shared common
spaces) and online (e.g., on tenant portals)
BICYCLE PARKING
Each TDM Plan must provide both short- and
long-term bicycle parking in all buildings as
described in Section 5.2.4.5 of this plan. Bicycle
parking locations must be located in convenient,
secure and prominent locations in each building.
TRANSPORTATION COORDINATOR
Each TDM Plan must identify an individual or job
classification that will serve as the property’s
transportation coordinator and if this will be a
full or part-time position. The TDM Plan must
describe the duties and responsibilities of the
transportation coordinator. Typical roles of
transportation coordinators include:
• Providing information about transit options
and passes
• Marketing TDM programs, including
distribution of orientation materials for new
residents/employees
• Distributing transportation news and
commuter alerts
• Assisting with rideshare matching
• Managing travel surveys to track trends
and develop new commute programs
• Coordinating services with vendors,
partners and transit providers
185
PATRICK HENRY DRIVE SPECIFIC PLAN IMPLEMENTATION PLAN Bike Share Program
7.3.4 Optional TDM Elements
The following is a partial list of optional TDM
elements that can be adopted on a parcel-
specific or area-wide basis to supplement
the required elements listed above and/or to
augment efforts if a project is unable to meet its
mode-shift goals. Property owners can include
these and other preferred options as part of their
TDM Plan.
CAR SHARING
Car sharing programs allow people to have on-
demand access to a shared fleet of vehicles as an
alternative to car ownership. Property owners can
provide parking spaces for car-share operators
and/or memberships for residents or employees.
TRANSIT PASS SUBSIDIES
Property owners can share or cover the cost
of transit passes with their employees and
residents.
BIKE BUDDY PROGRAMS
A “Bike Buddy” program pairs a beginning or
novice bicyclist with an experienced rider who
already knows safe routes and riding techniques.
ON-SITE AMENITIES AND SERVICES
Mixed-use buildings can offer on-site amenities
such as a café, ATM machine, post office, dry
cleaning, pharmacy, as well as other types of
retail services to reduce the need for vehicle trips
for meeting day-to-day needs. Reducing the need
for these types of trips makes using alternative
modes of transportation for commuter purposes
more feasible.
RIDESHARE MATCHING PROGRAMS
Employers or property owners can offer carpool /
vanpool matching services, subsidies, and priority
accommodation to all employees or residents.